May 15, 2017

MCP and EFIS By SimWorld - Review

May 15, 2017/ Flaps 2 Approach

Mode Control Panel (MCP) by SimWorld. The image looks impressive and the looks do not deceive as this MCP has many advantages over other panels. (promotional photograph © SimWorld

This article will review and evaluate the Mode Control Panel (MCP) and Electronic Flight Instrument System (EFIS) produced by SimWorld in Poland. It will also briefly examine the use of the CANBUS controller system (SimBox).

The MCP will be discussed first followed by the EFIS and CANBUS system. Where some areas overlap they will be discussed together. I use the word panel to denote either the MCP or EFIS. Also, OEM is an acronym for Original Equipment Manufacturer (aka real aircraft part).

This review is not endorsed by SimWorld and is entirely my view based on first-hand experience using the MCP and EFIS.

Background

The mainstay for several years has been the MCP and EFIS produced by CP Flight in Italy. For the most part, these panels have delivered consistent and reliable performance, despite their rather dated design and engineering.

However, there are several distinct differences in aesthetics and functionality between the CP Flight units and OEM counterparts. Furthermore, many CP Flight panels had connection problems caused by the nature of how the MCP was connected to the server computer (using a virtual communication port).

Reason for Updating MCP and EFIS

Until updating to the SimWorld MCP and EFIS, I had used the panels manufactured by CP Flight (2015 Pro USB interface model), but technology is not idle. The use of high-end CNC machines and electronics has enabled many parts to me made, that are in many respects indiscernible from the real item.

Initially, I attempted to find OEM panels. Although the older non-Collins style MCP could be found, it wasn’t possible to find the newer Collins unit at an affordable price.

SimWorld provides, at the time of writing, the closest resemblance to the OEM panels. Furthermore, the use of the CANBUS enables trouble-free connection.

Pre-Sale

The MCP and EFIS are not inexpensive; add to this Government import charges and UPS freight and you have spent a considerable sum of money. With an increased price comes the expectation of higher quality, reliability, robustness, and attention to detail; let’s examine how SimWorld shapes up to this maxim.

The SimWorld website provides considerable information, including photographs and a video demonstrating the MCP and EFIS. Although imagery can save a thousand words, questions usually need to be asked. Filip and Piotr spent considerable time answering my specific queries and e-mails were replied to in a timely manner. Their customer focus has been top shelf in every respect.

Aesthetics, Manufacture and Detail - MCP

The Mode Control Panel (MCP) and Electronic Flight Instrument System (EFIS) are the main avionics panels used in a simulator, and most enthusiasts strive to replicate the appearance and functionality of these panels as closely as possible to the those in the real aircraft.

Quick List – Main Advantages (SimWorld MCP):

(i) 1:1 in comparison to the OEM MCP;

(ii) Correct Boeing-grey colour;

(iii) Screws located in the correct location on the front panel;

(iv) Flight Director thumb stops;

(v) Use of externally protected printed circuit boards (PCBs);

(vi) Motorised autothrottle arming switch with automatic release to off;

(vii) Ambient sensor (2017 MCP model, not functional);

(viii) Does not use seven-segmented displays;

(ix) Ability to accurately display +- and other specialist fonts;

(x) Push to engage annunciators are backlit in green (when depressed) and are separate to the colour of the backlighting;

(xi) Integrated backlighting uses a built-in PCB for reliable dimming control;

(xii) Correct styled knobs made from painted aluminum;

(xiii) Correct smoky-coloured display windows positioned in frames identical to the OEM MCP;

(xiv) Functionality that replicates the OEM MCP (depends on avionics suite used); and,

(xv) Use of commercial grade rotary encoders.

External casing removed showing multiple Printed Circuit Boards

Internal Components

The components for the MCP and EFIS panels are for the most part machine-made; however, the components are assembled by hand on a market-demand basis. To ensure production repeatability, SimWorld use a number of printed circuit boards (PCBs) sandwiched together to provide core functionality.

A PCB contains numerous ‘tracks and pads’, that are used for input and output devices, memory chips and processors, and various electrical components such as resistors and capacitors. An advantage of using PCBs is that troubleshooting can be done via a tethered computer, and if a problem is detected, a board can easily be replaced. This is because, theoretically, each PCB for each panel is identical in design, layout and population.

System Logic and Functionality

The MCP and EFIS are a hardware-user interface that has been designed from the outset to provide full flexibility in relation to functionality. However, although the panels may have the appropriate hardware in place, the logic to enable the functionality to operate is supplied by the avionics suite in use (for example, ProSim-AR).

MCP Light Plate

The light plate has been professionally made and the various pre-cut holes (cut-outs) are well finished. The laser-engraved lettering on the light plate is precise, evenly cut, and does not differ across the unit. Additionally, the colour of the paint is the correct Boeing gray and does not differ in hue between the MCP and EFIS light plates.

The manufacture of a light plate is quite involved, and an individual plate or batch will take on average 3 days to complete. Prior to cutting, several thin layers of paint are applied to the light plate. A laser is then used to engrave the required letters down to the white-coloured base layer. The base layer is transparent to light, and when backlit, the lettering can easily be read.

SimWorld use the same technology (or very close to it), that is used to manufacture the OEM light plate.

Exterior Casing

The light plate is attached to a series of printed circuit boards (PCBs). The PCBs and electronics are protected by a 1 mm thick exterior casing. The casing is made from aluminum and measures 3 inches in depth perpendicular to the front of the light plate. The casing is powder coated and coloured black.

On the rear of the panel is a female 12 Volt DC power connector, and a connection for the plug that connects the MCP to the CANBUS system.

Detail of heading knob and bank selector pointer. Note the detail in the window bezel and the well defined laser engraving on the lightplate

Knobs

The appearance and colour of the knobs is very similar to the OEM knobs. Each knob, with the exception of the vertical speed wheel, is made from machine-cut aluminum and is the correct colour. The knobs are well finished with no sharp edges, or left over metal from the milling process. One or two metal set screws secure each knob to the shaft of the rotary encoder.

The heading knob incorporates a functional bank selector pointer (made from plastic), and the vertical speed wheel is produced from high grade molded plastic. There are no injection holes in the plastic and the end finish passes scrutiny.

The knobs are tactile (feel solid to touch) and when rotated generate a well-defined audible click (similar to the OEM knobs on the MCP).

Rotary Encoders

Not all rotary encoders are made equal: a high-end encoder is constructed to an exacting standard predominately using metallic components. To rotate such an encoder requires a mild effort; there is resistance – it isn’t difficult, but you can’t move it left or right with a flip of a finger.

In comparison, hobbyist-style encoders are considerably cheaper to purchase, are made to a less exacting standard and usually have a shaft and body produced from plastic. The encoders are easy to rotate and can also wear out prematurely with extended use.

SimWorld use quality Swiss made rotary encoders, rather than using low quality encoders from China. Each encoder has a cylindrical metal shaft. A metal shaft is important as a plastic shaft can wear prematurely, in addition to becoming damaged from overzealous tightening of set screws (which hold the knob in place).

I have been told that military specification (MilSpec) encoders are available, however, SimWorld use these encoders only for high-end commercial simulators.

Resistance When Rotating Knobs - Comparison With OEM Honeywell and Collins MCP

Resistance when rotating the knobs will depend on the MCP model. The knobs on the older Honeywell models are very easy to rotate - A finger with just a ‘tad’ of pressure will move the knobs, however, the newer Collins model has more resistance, but the knobs are still very easy to rotate with minimal force. As one First Officer stated: ‘You can definitely hear a soft click as you move the encoders - especially on the Honeywell models’.

By comparison, the resistance felt when rotating the knobs on the SimWorld MCP, although difficult to quantify, is similar to the resistance felt when rotating the knobs on the OEM MCP – It is realistic and does not feel ‘toy like’.

The stray light is at the interface where the exterior casing joins the lightplate. This area is covered by the MIP when the panel is mounted

Backlighting

The backlighting is controlled by a number of 5 Volt light emitting diodes (LEDs). Each LED has been strategically located in the light plate to ensure even coverage and intensity of light.

However, the MCP does exhibit slight light bleed along the join between the light plate and the protective casing. This is not a problem as when the MCP is mounted into the MIP, the stray light is not noticeable. If necessary, cloth tape can be placed over the join to eliminate any stray light.

Backlight Dimming - Dimmer Interface Card (DIC)

The MCP and Captain-side EFIS can be dimmed together, while The First Officer EFIS is capable of being dimmed independent of the Captain side EFIS. This is how it occurs in the real aircraft.

To enable the panel backlighting to be dimmed, SimWorld have used a dedicated PCB (DIC). The use of a PCB ensures that dimming is reliable, accurate, and highly controllable. The PCB is standalone, is roughly the size of two credit cards and can be mounted anywhere.

The DIC is connected to the CANBUS system via the custom wiring harness and then to the appropriate potentiometer that controls panel backlighting. Panel backlighting can be dimmed from off to any brightness level.

To enable dimming, a potentiometer must be wired to the PCB (DIC).

Power

The MCP requires 12 Volt power, while the backlighting uses 5 Volt power that is connected to the DIC.

MCP Annunciators

The annunciators are not glorified micro-switches, but are push on/off buttons that when depressed emit an audible click. The resistance felt as the button is pressed, is slightly less than the pressure required to engage an OEM annunciator. The square push button and frame is made from plastic, and the cylindrical shaft that the button connects with is made from metal.

SimWorld have replicated each of the square-shaped buttons exceptionally well, and for the most part their external appearance is identical to the OEM counterpart.

Each annunciator is connected to the primary MCP PCB, thus eliminating the use of wires. If an annunciator is broken during the course of its life, replacement is relatively straightforward and involves soldering the connection of the replacement annunciator to the PCB.

Status Checkerboard and Legend

Each annunciator on the MCP comprises a square push button, a rectangular-shaped checkerboard, and a legend.

The checkerboard is made by engraving a number of holes that, when the annunciator is pressed, enables green-coloured light to be transmitted through the checkerboard. The checkerboard is similar to the OEM panel and has the same number of engraved holes.

Each annunciator has a legend that uses multi layer technology (proprietary to SimWorld). Multi layer technology is what enables the backlighting of the checkerboard and legend to be a different colour. The name of each annunciator (speed, VNAV, N1, etc.) has been engraved into the legend.

The detail of the annunciators is very good and the jagged appearance of the lettering only becomes apparent when they are backlit. The backlight intensity is set to 100%

Unfortunately, the engraved letters are not as defined as you would expect; the lettering is slightly jagged in appearance (enlarge above image).

This is noticeable only when observed very close-up; from a normal distance (seated) this is barely noticeable and therefore, not really an issue. However, the ability of the legend to transmit light evenly through the cut-out lettering is noticeable as the jagged appearance causes the names to appear slightly ‘furry’ (brighter or dimmer) depending upon the amount of light that can travel through the lettering, and your viewing position.

The annunciator legends and the checkerboard, are illuminated by strategically-placed LEDs.

Window Bezels and Liquid Crystal Displays (LCDs)

The two main differences that separate an OEM MCP from a reproduction MCP are the design and appearance of the bezels that surround the display window, and how the actual characters (digits) are displayed.

SimWorld have used a black-coloured bezel that surrounds each of the display windows. The bezel is identical to the bezels in the OEM MCP, and the join between the bezel and the display frame is seamless.

Equally, the use of custom-made Liquid Crystal Displays (LCDs), with each display backlit by one LED, is what causes SimWorld’s design to stand-out above its competition.

The checkerboard is identical in appearance across all annunciators. Note the ambient sensor and + character in the vertical speed window. Also the very slight difference in the illumination of the + sign Backlightng is set ~50% intensity

The combined use of LCDs and LEDs enables each character (digit) to be displayed in the correct shape, colour and size. This is in addition to displaying the specific characters used in the speed window (under and overspeed conditions) and the +- symbols displayed in the vertical speed window.

Although appearing rudimentary, this is similar to how the OEM displays are illuminated. To my knowledge, all other manufacturers of reproduction MCPs use seven-segmented displays.

While the use of this type of display is a positive step forward, it is not without its negatives; if the LEDS are incorrectly positioned, or the throw of light is not even across the rear of the LCD, then the characters will not be evenly lit. This may cause some of the characters in a display to be brighter or dimmer (hot or cold spot).

To counter against this, quality assurance (QA) must be exceptionally thorough. I will discuss QA later in this article.

Backlighting at full intensity is excellent

LCD Brightness

As discussed earlier, each LCD is backlit by a single LED (this is how the characters (digits) are illuminated).

The brightness of the digits is linked to the intensity of the backlight dimming. Therefore, as backlighting is dimmed, the brightness of the LEDs behind each LCD is lowered. Although this is exactly how dimming operates in the real aircraft, I find that during the day in bright conditions, with the backlighting turned off, it’s difficult to read the digits as their intensity is not very bright. At night and in low light conditions this is not an issue as the digits can easily be read.

A solution to this issue is for SimWorld to enable an alternate method (although not as done in the real aircraft) to allow the brightness of the LEDs to be independent of backlighting.

Autothorttle (A/T)

The A/T toggle, controlled by a solenoid-release mechanism, resembles the OEM toggle.

The system logic SimWorld use in the toggle is slightly different to other reproduction MCPs, in that the toggle can only be engaged when certain conditions are met (system logic).

If the correct conditions are not met, then the toggle cannot be engaged; the toggle will not stay in the engaged position (up) but flick back to the disengaged position (down). Be aware that for this functionality to operate, the avionics suite in use must also have this capability.

Captain-side EFIS panel with backlighting at full intensity. The lightplate is well made and the laser engraving is well defined enabling even illumination of backlighting accross the panel. The BARO STD knob has purposely been left slightly left of center. When the BARO knob is released it will spring back to the central position

Electronic Flight Instrument System (EFIS)

Disregarding OEM panels, the SimWorld EFIS is probably the best on the market (at the time of writing). Each EFIS replicates its OEM counterpart in both appearance and functionality, and is the correct size (1:1).

Two noticeable positives are the concave-designed push in/out function buttons on the lower portion of the unit, and the use of independent duel rotaries that are centrally spring-loaded.

Quick List – Main Advantages (SimWorld EFIS):

(i) Correct size and dimensions (1:1);

(ii) Use of externally protected printed circuit boards (PCB);

(iii) Correct Boeing-grey colour;

(iv) Accurate aluminum knobs with set screws;

(v) Independent backlighting between Captain-side and F/O side EFIS units;

(vi) Two speed rotary encoders which auto-center (BARO and MINS);

(vii) Well defined laser-cut lettering on light plate; and,

(viii) Concave-designed push buttons.

First Officer side EFIS. Knob length, functionality and detail are as per the real aircraft as is concave function buttons and well defined lettering and even backlighting across the lightplate

Manufacture and Detail - EFIS

The EFIS has been manufactured and assembled in a similar way to the MCP. The EFIS panels are 1:1, are the correct shaded grey colour, include the appropriate screws located in the correct location, and have the correct styled knobs. As with the MCP, the EFIS use printed circuit boards which are then protected by an exterior aluminium casing.

EFIS Light Plate, Backlight Dimming and Exterior Casing

The laser-cut lettering on the light plate is crisp and sharp, and when the EFIS is backlit the light is evenly spread at the same intensity across the panel.

Both EFIS panels are dimmed through the same dimmer interface card (DIC) used for the MCP, however, the F/O EFIS panel can be dimmed separately to the Captain-side panel (as it is done in the real aircraft).

The protective casing that each EFIS resides measures 5 inches in depth perpendicular to the light plate. On the rear of the unit is a female 5-volt DC power connector, and a connection for the plug that connects the EFIS to the CANBUS system.

First Officer side EFIS. The lettering and black disc is well made. The metal set screw that attaches the upper knob to the dual rotary can be observed. The upper knob is self centering

Knobs

The manufacture of the knobs is similar to the knobs used on the MCP, with the exception that a centrally-placed disc has been laser engraved to enable the function name to be backlit. The lettering on the discs is crisp and sharp. The knobs are held securely to the rotary shaft by two metal set-screws.

The pointer (black & white line) on the function selector knob is a transfer that has been glued to the outside of the knob. The adhesive has been solidly applied and I doubt the transfer will come loose.

Rotary Encoders

The rotary encoders are similar to those used in the MCP and have a metal cylindrical shaft. Each of the encoders is a double encoder meaning that it has dual functionality.

Specialist Functionality - BARO and MINS Buttons

The barometric pressure (BARO) and radio altitude/pressure (minimums) function exactly as those in the real aircraft. The outer knobs are left and right select and the inner knobs are spring-loaded rotary encoders. When the inner knobs are rotated and released they self-center with the label resetting to the horizontal position. The inner knobs also have a momentary push function (push to reset and push to change barometer to STD).

Each knob has two speeds: a slight turn left or right turn will alter the single digits, while holding the encoder left or right for a longer period of time will change the double digits, and cause the digits to change at a higher rate of speed.

The below video, taken inside the flight deck of a B73-800 aircraft shows the operation of the OEM BARO and MINS (courtesy Shrike 200). The SimWorld BARO and MINS knobs operate the same way.

Concave-shaped Function Buttons

The function buttons on the EFIS are concave in shape and made from plastic (this differs to the rubberized buttons seen on several OEM EFIS panels). Each button has the name of the function engraved into the button. The engraved letters are crisp and sharp and when the panel is backlit, the letters are evenly illuminated without hot or cold spots.

Each button’s mechanism is made from plastic, and while the use of plastic is understandable, metal probably would increase the mechanism’s service life.

Minor Problem - Sticky EFIS Button

A minor issue developed after installation of the EFIS into the bracket. Two function buttons when pressed, would not automatically reset themselves (click in and click out). The problem only presented when the panel was mounted into the bracket faceplate.

After carefully examining the bracket and protective casing, it was found that when the EFIS was mounted into the MIP, the casing was compressed against the button. This caused the button to remain pushed in.

The problem was resolved by slightly bending the aluminum external casing so that it did not rub against the button’s mechanism.

Functionality

The functionality of the EFIS is identical to the OEM EFIS.

SimWorld propriety bracket to mount MCP and EFIS into the SimWorld MIP. The bracket is solid and very well made

MCP and EFIS Bracket

SimWorld provide a sturdy bracket that is used to mount the MCP and EFIS panels to the Main Instrument Panel (MIP).

The bracket consists of a front faceplate and a rigid bracket framework. Both items are made from 1 mm thick, black-coloured, powder coated aluminum. The faceplate is precut to allow fitment of the MCP and EFIS. The framework provides stability to stop the EFIS panels from wobbling in the precut hole.

Mounting The Bracket To The MIP

The bracket is designed to be used with SimWorld’s propriety MIP, however, the bracket can be used with other MIPs. Take note that, depending upon which MIP is used, the bracket/MIP may need to be modified.

I retrofitted the bracket to a Flight Deck Solutions (FDS) MIP which was not without its problems.

Problems Retrofitting The Bracket to the FDS MIP

The FDS MIP, the distance between the Captain-side and F/O-side glarewings did not allow enough room to enable the bracket faceplate to be fitted; the bracket was approximately 1 mm too long, and the bracket framework was too deep to easily slide into the recess of the FDS MIP.

These shortcomings were rectified by shaving away a small portion of the inner side of each glarewing. This enabled the bracket faceplate to fit snugly between the glarewings.

To use the bracket framework (which is quite deep), the internal structure of the FDS MIP has to be cutaway, an act that may affect the structure of the MIP. Therefore, the framework was discarded and only the bracket faceplate was used.

Without the framework to provide stability, the EFIS panels wobbled somewhat in the bracket faceplate. To stop the EFIS from wobbling, small wedges made from wood were fabricated and installed between the EFIS and the inside edge of each glarewing. Once the wedges were installed, the EFIS did not wobble. The MCP is secured to the bracket faceplate by four screws which inhibits any movement.

A facsimile of the piece of metal that covers the underneath portion of the MCP was made from thin metal, painted black, and the appropriate screws added.

T-taps can damage wires causing connection issues, so should be viewed as a temporary set-up

Wiring Harness

SimWorld supply a high quality wiring lumen that consists of four colour-coded wires with connectors. The wires connect to the MCP and EFIS, and then to a 5 and 12 Volt power supply, dimming interface card (DIC), and the CANBUS system. The power connections are standard push pull plugs and the wires that connect the MCP and EFIS with CANBUS use wire tap connectors (T-taps). The length of supplied wire approximately 12 feet and SimWorld provide a basic wiring diagram.

Wire Connectors

The use of wire tap connectors (wire chomper), although very convenient, should probably be looked at only as an initial connection when testing the panels. For a more permanent connection, soldering the wires is preferable. Soldering will remove the possibility of any troublesome connection.

Let me explain, the act of pressing the wire into this slotted metal piece bludgeons the wire. The concept behind this is fine – it’s supposed to strip back the insulation on the wire to make contact with the wire itself. The problem is that there is no guarantee that you won’t accidentally catch some of the wire in this process and tear some of the individual wire strands. Additionally, if the insulation is broken over a wire, there is a possibility of corrosion (oxidation) occurring.

Power plug and CANBUS connector. Each panel is connected to CANBUS by one of these connectors, and then to the dimming interface card

Push-Pull Power Plugs

Although the use of a push/pull power plug is standard to many appliances, the connection is not tight. If pressure is applied to the power cable, it is easy for the plug to become dislodged and loose connection with the MCP or EFIS.

On a simulator with motion control, vibration could cause the plug to be dislodged. An easy matter to rectify, the security of this connection should be improved in future designs.

CANBUS Controller System

The CANBUS system (also called Simbox or CAN controller) enables communication between the server computer and the MCP (and specific SimWorld panels) and is a vital part of the SimWorld architecture.

CAN is an acronym for Controller Area Network and is a bus standard designed to allow micro controllers and devices to communicate with each other. Simply put, CANBUS translates the CANBUS signal, allowing for control and communication through the computer.

The CAN controller system (printed circuit board) resides in a ribbed-aluminum case with two connectors at each end of the case; one side connects with the computer via a standard USB cable while the other side connects, via a specialist connection, to the wiring harness, and then to the MCP and EFIS panels. The CAN controller does not require a dedicated power supply.

CANBUS module. Made from aluminium and housing a Printed Circuit Board (PCB), the CAN controller is what connects the MCP and EFIS tot he server computer. During all trials, CANBUS performed flawlessly with no drop outs, lags or failures

CANBUS is small and light enough that it can be mounted anywhere between the MIP and server computer. I have the CANBUS unit secured to the rear of the MIP via a Velcro strap.

Connection and Drivers

CANBUS does not require any drivers to operate as it’s detected by ProSim-AR when the software is turned on. Connection is immediate, and whatever configuration is needed is done automatically through Windows the first time CANBUS in connected to the computer.

There should not be any connection or communication issues provided you have checked (ticked) the enable SimWorld drivers within the configuration/drivers tab of the ProSim737 software.

Compatibility

At the time of writing, CANBUS is compatible with ProSim-AR (plug and fly). A dedicated driver for iFly and PMDG is under development. Prior to purchase, I would seek the advice of SimWorld to whether CANBUS is compatible with the avionics suite you are using.

Reliability of CANBUS

In one word - 'perfect'. I have not had the MCP, EFIS or CANBUS disconnect during a flight simulator session. This is using FSX and ProSim-AR (version 1.49). As a test, I disconnected the CAN controller during a flight, then reconnected it. The flight was not disrupted and the re-connection occurred effortlessly.

Robustness and Service Life

The life and serviceability of a product has a direct relationship to how the product is used (or abused) and the duration of use. Modern electronics are very forgiving, and electronic problems (if any) usually develop soon after an item begins its service life. If problems are not detected after first use, then it is not unusual for an item to have a considerable service life.

Some of the more common problems that occur with reproduction panels include; failing encoders, damaged plastic encoder shafts, worn out set screws, slippage of knobs, and faulty switches and buttons. Additionally, knobs may wear out with use, and paint on the lightplate may chip.

SimWorld have countered potential problems by using printed circuit boards, commercial metal encoders, aluminum knobs, metal set-screws, and by replicated, as much as possible the same processes used in the manufacture of OEM light plates.

The above said, it's wise to remember that reproduction panels rarely replicate the robustness and exacting standards of an OEM product; therefore, they should be treated with respect and with care. I expect that in time the paint on knobs will chip and wear thin with use - this is normal wear and tear. I don't mind this 'wear and tear' look as it is very seldom you a knob that is shiny new - unless the aircraft is new.

Quality Assurance (QA), Customer Service, and My Experience

Put bluntly, when anything is done by hand there must be a very high level of Quality Assurance (QA) to ensure that design specifications and tolerances are met. QA can be an expensive process as time is needed to inspect each individual panel and then, if imperfections are noted, make required alterations/repairs.

There is a direct relationship between the price that an items costs and the amount and level of QA that is performed. You would not expect an inexpensive item mass-produced in China to have high QA – and it doesn’t, which is why many Chinese-produced products fail after a short period of time or have obvious defects. However, if you are purchasing a high-end product with a high price tag then the expectation is that this product will meet specification, will not have problems, and be sold with an excellent warranty and support.

SimWorld realize that enthusiasts demand quality and strive to meet this requirement. However, not everything passes muster first time around and sometimes products are released that are not quite up-to-standard. Whenever this occurs the reputation of the company is tested.

To ensure transparency, I have documented the issues below not to provide negative criticism of SimWorld, but to highlight their dedicated customer support and strong company ethics.

My Experience

The first MCP and EFIS sent to me from SimWorld did not meet my expectations and had several issues. Namely:

(i) Uneven brightness of the characters (digits) across the five LCDs with some characters presenting as hot spots;

(ii) Rotary encoders cross-referencing values;

(iii) A/T arming toggle not locking into the arm position (UP position);

(iv) Crooked LCD in the course display window; and,

(v) The light plate on the EFIS was not mounted parallel to the backing plate (crooked).

I contacted SimWorld and they requested that I return the panels to Poland (at their expense) for repair.

The problems experienced were caused by:

(i) The positioning of the LED behind the LCD was slightly off center. This was rectified;

(ii) The rotary encoders were faulty and had been tracked to a bad batch released from the manufacturer. They were replaced;

(iii) The autothrottle toggle was not aligned correctly with the magnetic plate mounted behind the light plate. This was fixed by moving the toggle very slightly to the left;

(iv) The crooked LCD was straightened. As the LCDs are mounted by hand, careful attention must be paid to ensuring they are straight; and,

(v) The misalignment of the F/O EFIS panel was rectified by making it straight against the backing plate.

Repaired MCP and EFIS

Unfortunately, following receipt of the repaired MCP, the Captain-side course display would not illuminate.

Piotr at SimWorld organized for my computer to be tethered to their technician’s laptop to enable bench testing. Unfortunately, the technician could not determine what was causing the problem, but thought it may be a faulty capacitor.

Rather than attempt to repair the MCP again, Filip arranged for a replacement MCP panel to be sent to me by UPS.

Replacement MCP Panel

The replacement MCP, by chance, was the newer panel manufactured in 2017. I have not had any problems with the replacement 2017 model MCP and EFIS. Both panels function flawlessly and the attention to detail on the panels is beyond reproach.

Warranty and After-Sales Service

The MCP and EFIS is covered by 12-month unconditional warranty.

The after-sales service and warranty cannot be bettered, and I cannot stress the advantages of dealing with a company that treats its customers with respect and places customer service as a priority.

In relation to the issues I had with the MCP and EFIS, SimWorld responded to my e-mails within 24 hours, followed up on my questions, provided reasons for the problem, and kept me updated with regard to repairs and/or replacement. The after-sales service and support provided to me has been exemplary.

Negatives - MCP and EFIS

It’s difficult to find any major negatives. However, if pressed they are:

(i) During the day, the digits displayed in the LCDs are difficult to read if the backlighting is dimmed 100%;

(ii) The power connection on the rear of the MCP and EFIS is not secure. If any pressure is applied to a cable, then it’s very easy for the connector to become dislodged from the panel;

(iii) The laser cutting on the annunciator legends (Speed, V/S, RNAV, etc.) could be more precise (this really is not an issue unless you inspect your panel with a macro lens); and,

(iv) The non-use of D-shaped shafts on the rotary encoders. If used, this would minimise the chance of any knob slipping on the shaft of an encoder.

(v) The brightness of the digits displayed in the LCD's, although more or less even across all characters, does show slight intensity differences. This is caused by the positioning of the LED that sits behind each LCD.

Pictures and Videos

I have not included many photographs in an attempt to keep the footprint of the article to a reasonable size.

Additional images can be viewed in the image gallery - SimWorld MCP Version 2.

I have posted several 'very average' photographs in this gallery in an attempt to show you the appearance of the panels. Promotional images and videos are fine, but they are always professionally made to show the product in its best light. You will also see a few images of OEM panels in the gallery to compare.

Below are three professionally made videos courtesy of SimWorld.

download promotional flyer

The panels displayed in the video accurately reflect the appearance, detail and functionality of the MCP and EFIS. Equally, CANBUS is as straightforwrd to connect as shown in the video.

Photography

A quick word about photography. Detailed and close-up photographs will always show unwanted blemishes. The better the lens the more blemishes will become obvious. It's important to remember that you do not fly the simulator looking through a magnifying loop, but view panels from a moderate distance. Even OEM panels show inconsistencies when viewed with a macro lens :)

Titbits

This article has taken several months to complete. Originally it was three times the length and it's taken some time to condense the information to a length that is readable without it being bound in a book!

Final Call

The price paid to own the SimWorld MCP and EFIS is not inexpensive, however, it is nowhere near the price demanded of a OEM Collins panel, or a panel used in a commercial simulator trainer.

SimWorld's use of liquid crystal displays in lieu of seven-segmented displays, the resistance felt when turning the various knobs that closely match the OEM panels, and the close attention paid to detail: for example, the small tabs beside the Flight Director switches, detailed display bezels, ambient sensor, and realistic push to reset barometer and minimums knobs, is what separates this MCP and EFIS from its competition.

If you want the appearance of the MCP and EFIS to be as close as possible to the OEM equivalent, and want accurate functionality, then you should not discount the panels produced by SimWorld.

May 20, 2015

Book Review - Touch and Go Landings by Jonathan Fyfe

May 20, 2015/ Flaps 2 Approach

I read Jonathan Fyfe’s initial on-line tutorial Flying the Circuit in the 737 some time ago. I was impressed with Fyfe’s writing style which is succinct and easy to read. As a result I was keen to review his latest publication ‘Touch and Go Landings in the 737 NGX which is a follows on from his original tutorial.

Overview

The book (here on referred to as a guide) is paperback A5 in size, is 135 pages in length and has been printed in colour. The guide is printed on quality paper and has a glossy-style plastic cover.

As the title of the text eludes, the guide examines in-depth all the aspects needed by a flight crew to successfully fly the Boeing 737 in a standard circuit, including crosswind approaches, missed approaches, engine out operations and rejected takeoffs. Although the title of the guide may not appear substantive, the guide addresses nearly everything required to conduct a manual/part automated takeoff and landing.

Detail

I was surprised at the volume of information that Fyfe has managed to place in the guide; initially I thought the content appeared rather thin; however, closer examination revealed a wealth of information covering both systems and procedures. This is in addition, to pictures that demonstrate correct landing technique and diagrams that are well-presented and clear.

Derated takeoffs, assumed temperature thrust reduction, descent profiles, runway markings, drift calculations and aircraft systems data, which include: spoiler use, flap schedules, flight deck warnings, use the autothrottle and controlled wheel steering – too mention a few, are explained.

Well-written Framwork

Fyfe’s ability as a flight instructor and educator comes to bear in the nature of how he explains the various procedures. He does not ‘parrot’ procedures, the FCOM or FCTM, but rather adds to this information by his ability to be able to shape the material into a parcel that is easily understood.

Many of the more complicated aspects, such as crosswind approaches, the effects of wind and the balanced field length are explained more clearly by the use of coloured diagrams. This translates to a guide that is very easy to comprehend allowing the reader to easily apply the information when flying their simulated aircraft.

Breakdown

The guide is divided into three primary lessons which encompass: standard circuits, missed approach and crosswind circuits and engine out/asymmetrics.

Each section has three sub-sections.

Groundwork;
Systems; and,
Air Work.

In groundwork, the theory and methodology for the upcoming lesson is primarily discussed, along with a lesson briefing. In Systems, the focus is towards pertinent information that relates to the lesson; for example, flap positions, warning horns, autothrottle, N1 calculations and FMA annunciations. In Air Work, a tutorial-style lesson is presented, in which Fyfe explains the necessary procedures to complete the lesson. The student (you) can set-up their simulator to mimic the same conditions that Fyfe is flying. This allows the student to self-evaluate their ability.

All the sub-sections, but especially so in air work, are augmented by several screenshots depicting aircraft positions and instrument readings.

The lessons revolve around the use of the Boeing 737 NGX produced by Precision Manuals Development Group (PMDG) and Flight Simulator 10 (FSX); however, the information can easily be applied to any simulated B737 that is using a professional avionics suite, such as ProSim737, Sim Avionics, Project Magenta, I-Fly, etc.

Some enthusiasts may find the guide lacking in that it does not attempt to explain or demonstrate the various automated-style approaches that the B737 is capable of (ILS, VOR, IAN, RNAV, etc.). Nor does it cover off on climbing to altitude, descent or cruise. Although this knowledge is important, it is not relevant to touch and go takeoffs and landings.

Peer Review

The amount of information, especially on the Internet concerning flying the Boeing 737 aircraft is voluminous; however, a caveat must be issued in that much of this information has not been peer reviewed and in many instances is not correct. Although there are numerous monographs available that deal with the Boeing aircraft, these texts are usually very expensive and have not been written with the lay person in mind; often they are technical and assume an inherent level of prior knowledge. Likewise, the FCOM, FCTM are certainly very helpful documents; however, they have been written for trained flight crews and their method of explanation is often clouded without prior knowledge and experience in aircraft systems.

In this guide, Fyfe has succeeded in translating much of this information in a concise way that is easy to read and comprehend.

Fly Dubai - steep climb out after touch and go (photograph copyright Mohammadreza Farhadi Aref)

Why Touch and Go - Why Are They Important

Some enthusiasts may wonder why knowing how to accomplish a touch and go landing is important. After all, surely it is more important to understand the intricacies of a full stop landing using one of the several approach types that the B737 is certified to carry out, and be able tom land the aircraft following the procedure outlined in the approach chart.

Flying circuits and performing touch and go landings will vastly improve your airmanship, as a good majority of what is required during touch and go landings can be applied to other aspects of flying the B737. Additionally, the touch and go procedures are consolidated into a time-dependent envelope in which everything occurs relatively quickly. If a virtual flyer is competent in carrying out a touch and go landing, then it is a very easy transition to use one of the more advanced approach formats.

Final Call and Score

‘Touch and Go Landings’ is aimed at the novice to intermediate virtual pilot who wishes to learn the correct procedures first time around; advanced users will also benefit by not second guessing procedures they are presently using. This said, there are many ways to fly the Boeing 737 aircraft, and often the method chosen depends on the flight crew, environmental constraints and the airline policy.

It is important to realise that the guide is not a glorified tutorial written by an aviation enthusiast, but rather is a thoroughly researched and well written and easy to read text, that provides a pallet of information and comprehensive procedures that are relevant to flying the B737. The guide not only provides a framework of what to do, but it also explains the how and why.

To read more about the guide or to purchase a copy, navigate to the author's website at www.jf737ngx.wordpress.com. Otherwise, copies can be purchaed directly from Amazon.

The current retail price is $24.95.

Introductory discount coupons are available, for a limited time, at Jonathan Fyfe’s website.

I have given the guide a score of 9/10.

Transparancy

I have not received remuneration for this review; however, I was provided a guide ‘gratis’ to read. The review is my opinion.

Glossary and Acronyms

FCOM – Flight Crew Operations Manual (Boeing airline specific document)
FCTM – Flight Crew Training Manual (Boeing airline specific document)
FMA – Flight Mode Annunciations

November 17, 2014

Navigraph Charts Cloud and Charts Desktop - Review

November 17, 2014/ Flaps 2 Approach

The traditional leather-bound binder that contains hundreds of Jeppesen charts. This particular binder belonged to Gene Mac Farland, a Captain who flew for 30 years with Continental Airlines

One aspect of simulation which is identical to the real thing is the use of charts. Whether a professional real-world pilot approaching Heathrow International or a virtual pilot, the correct approach chart will need to be consulted, interpreted correctly, and followed if a safe landing is to be assured.

Not so long ago, Jeppesen Charts provided the mainstay for all professional navigation charts and these thin paper charts were carried in a brown leather binder. Pilots carried a number of binders with them to allow access to the appropriate chart where necessary. It was the responsibility of the pilot to ensure that the contents were up-to-date and reflected the latest chart; a tedious task.

Later years have witnessed the introduction of computers and several companies, including Jeppesen, have provide electronic charts that can be viewed using laptops, smart phones and apple i-pads. The days of lugging binders is now over, and a binder such the one depicted in the above photograph have become, for the most part, keepsakes and door stops.

Collecting Charts

Virtual pilots have a tendency to ‘collect’ charts from innumerable locations. The collection can become quite large, and often it is difficult to collate the charts in such a way that it is easy to find the wanted chart, let alone know whether the chart is the most accurate up-to-date version.

Navigraph

Serious simulator enthusiasts have probably heard of the European-based company Navigraph. For several years the company has been responsible for the production and distribution of AIRAC cycles that are used to update the Flight Management System (FMS) to maintain the accuracy of the navigation database.

AIRAC Cycles

AIRAC is an acronym for Aeronautical Information Regulation And Control. An AIRAC cycle contains the current aviation regulations, procedures, and charts for airport, runway, airspace, Instrument Approach Procedures (IAP), Standard Terminal Arrival Routes (STAR), and Standard Instrument Departures (SID). The AIRAC cycle updates the database used by the aircraft's FMC/CDU.

Without this up-to-date data it is not possible to program the FMC/CDU with any degree of accuracy.

Navigraph provide a subscription service to AIRAC cycles which are updated several times a year (usually there are thirteen cycles per year)

Charts Database

Navigraph, in addition to supplying regular updated AIRAC cycles, has implemented three additional products: airport charts, video tutorials and en-route charts. These products are available via an annual subscription from a data cloud database and/or desktop program.

Area of coverage of Navigraph charts (*image courtesy of Navigraph*). This link provides an up-to-date coverage area for Navigraph charts

Airport charts include up-to-date charts for approximately 13,000 airports worldwide. Chart information includes at a minimum: runway data, instrument approach procedures, standard terminal arrival routes and standard instrument departures. To date, there are approximately 40,000 charts and the number is regularly being expanded with quarterly updates.

Furthermore, several dozen video tutorials instructing in the correct interpretation and use of approach charts are available in addition to dozens of en-route charts which include upper and lower airways.

The information depicted on the charts originates from suppliers of real-world aviation charts (Navtech) and depicts the latest data, in a format that has been designed by human factor research to be user friendly.

Unlike other companies that have attempted to provide charts for virtual pilots (for example, sim charts), Navigraph charts have been vector scanned in high resolution providing a dataset that can be easily enlarged as required, read, and if required printed in high definition. Additionally, the information is in colour.

Ease of Access - Key Feature

In a nutshell, Navigraph has allowed a virtual pilot access to information that otherwise would require considerable collating, revision, and pose difficulties concerning easy access when required. The datasets can be immediately assessed on demand either from a data cloud (charts cloud) or via a desktop program (charts desktop).

Granted there are many on-line resources to find, read and print approach charts - some better than others. However, the Navigraph search functionality allows the right chart to be found, quickly and easily, at the appropriate time. In my opinion, this promotes Navigraph over others programs and on-line resources.

Charts Cloud

The cloud provides an easy to use on-line interface, with an effective search functionality that can be accessed using different platforms, including portable devices such as i-pads and smart phones. To allow speedier future access, charts can be placed in a favourites list or listed in a paper clip (a separate folder) that is linked to your account. The charts cloud does not allow printing or permanent downloading of a chart and charts are only available when on-line. Access to the data sets ceases after the annual subscription has expired.

The speed at which charts cloud database can be accessed relates to the Internet connection being used; however, for the most part the server Navigraph uses provides consistent access that should be suitable for most users, with the exception of those that use dial-up.

Navigraph Charts 4 desktop opening screen

Charts Desktop

The charts desktop is a program supplied by Navigraph (free of charge), which resides on your computer and allows charts to be downloaded for access when off-line. This has the obvious benefit of faster access times if the Internet connection is less than optimal.

The program has the capability to list charts as favourites for easy and fast access, in addition to having a highly responsive search engine. Unlike the charts cloud, the charts desktop allows access to any chart that has been downloaded after the annual subscription has expired; however, after the subscription has expired the charts cannot be updated. Another benefit in using the program is that charts can be printed.

Updates

Navigraph regularly updates the database with additional charts and changes to pre-exisiting charts. The program advises you of an update when you mouse over the chart name. The program will then allow you to maintain the existing chart or download and replace the chart with the newer version. Updates are usually half a dozen times a year

Is it a Worthwhile Investment ?

Whether Navigraph chart data is of benefit to you will depend upon how many different airports you fly from and to, how often you fly, and how much money you are prepared to shell out for the convenience and ease of accessed chart information. Certainly, it is far easier to maintain a collection of charts electronically than store several binders of paper!

A subscription (using the charts cloud or desktop program) is currently 47.92 Euro excluding VAT. This price allows unlimited access to all charts, and includes the ability to view all instructional videos, which have been professionally produced and run each for approximately 8 minutes duration. Short of a subscription, individual charts and videos can be purchased separately for a once off fee. In contrast to purchasing the Jeppesen electronic charts from Jeppesen or an ongoing seller, this fee is reasonable.

Short Review

I elected to not write an in-depth review of Navigraph and their products as the Navigraph interface and their products are constantly being upgraded. A review may soon be out-of-date! This review has dealt primarily with the airport charts and has not examined in details the en-route charts or training videos that come packaged with a charts cloud subscription.

Navigraph’s website is very comprehensive and includes several images of their charts that depict the high quality of their product, along with examples of the various programs and how they operate.

Whilst the charts are not 100% identical to Jeppesen real-world counterparts (various information has been merged and interpolated), the detailed datasets, consistent high quality, and ease of searching and accessibility, make the administrative aspect of virtual flying more enjoyable.

Disclosure

The content in this post is not meant to directly promote or endorse Navigraph. To trial this software, I purchased a subscription to the charts cloud and charts desktop. To date, I have been very pleased with the quality of the Navigraph charts and will probably continue to supplement my real-world paper charts with information from this source.

UPDATE: There have been massive changes and improvements to Navigraph since this article was published. A more up-to-date review will be written at some stage. Navigate to the Navigraph website.

May 04, 2013

SISMO Soluciones - Avionics Review: My Negative Experience

May 04, 2013/ Flaps 2 Approach

I initially wasn't going to document my negative experience with Sismo Soluciones as many simmers use SISMO products and are fiercely loyal to this company. This post has sat unpublished for close to 10 months until a friend convinced me otherwise, saying that bad reviews can be beneficial, especially to new simmers who are undecided on what and whom to purchase from.

This is the first negative review I have written and in doing so realise that I will no doubt annoy some people, especially loyal SISMO customers. My aim is not to annoy, intimidate or create malicious rumours. Rather, it is to share with others my factual experience with this company. Due to the negative nature of this review, it WILL NOT be posted to any forum.

I purchased the following units from SISMO:

ADF radios (2)
Transponder / ATC radio
Audio Control Panel
rudder trim module

At the time, I was using Sim Avionics as my avionics suite.

I had issues with: aesthetics, quality assurance and the use of the SC Pascal script.

When you initially look at the modules offered by SISMO, they do look attractive; however, it's often the small things that count and the panels made by SISMO lack the attention to detail and quality expected.

This article is a little different from previous articles. I've made a basic review of the modules, then discussed the issues I had in respect to with the panels/modules. Finally I've discussed company.

Please note that I use the word panels/modules interchangeably.

Overall Module Construction and Appearance

The modules are constructed from acrylic and painted in Boeing grey. The use of CNC machining produces a crisp finish resulting in cut-out lettering that is well defined. This enables the lettering to appear very crisp when the panels are back it. The buttons and switches used in the panels are machine injection moulded and secured to rotary stems via two small grub screws. The electronics are not sealed pr boxed (such as in CP Flight) but are visible. DZUS fasteners are not included although holes have been drilled in the appropriate position (although these holes are too small to fit genuine DZUS fasteners). The backing plate is made from plastic.

Paint Work

The paint work used by SISMO is not of a high quality. The paint, eith minimal use of the panel, wears thin on the panel beneath the knobs and switches. The paint also chips very easily and is not evenly applied to include the side of the unit. Although I don’t know how many layers of paint have been used, I’d suggest it’s minimal. Minimal paint saves time and expense and does not lend itself to high quality or longevity.

Integrated Backlighting (IBL)

SISMO ADF unit & FDS NAV1 unit. Note the difference in backlighting (not seven-segmented displays) and module colour between the two units. FDS use real aircraft bulbs

SISMO does not utilise real aircraft bulbs for backlighting. Rather they use a number of strategically placed LED lights.

There are several arguments for and against the use of bulbs and LEDs. The former provide a realistic throw of light at the correct colour temperature, while LED’s are usually more pin point, require less power to run, and usually appear colder in colour temperature.

The Backlighting on the SISMO modules is reasonable; however there is not an even throw of light across the rear of the panel to allow complete illumination of all cut out lettering. The panel also does use a light skirt to inhibit stray light from illuminating the outer edge of the modules The backlighting is powered by 12 volts. The colour of the LEDS is amber yellow or warm orange.

I had an issue with two LED lights; The LED lights stopped working. SISMO informed me I would have to repair this myself. Shortly thereafter, a third LED light failed. This suggests that SISMO may have a quality issue in relation to the LEDS they use (at least in the batch I received). I have little doubt that the LEDS are inexpensively sourced from China (ROC).

Electronics

The upper panel of the module is attached to the electronic circuitry within the lower section by a backing plate made from plastic. It should be constructed from metal to aid in strength. The electronics appear substantial and to be well built (appearance only as I did not bench test the electronics).

System and I/O Cards

The modules are not standalone devices. Depending upon your requirements, the modules require connection to various system and sim cards for complete operation. As an example, to operate the ADF units and rudder trim module requires three GIC connection cards, an Ethernet motherboard card, and three servo-daughter cards – seven cards in total!

**figure 1:** sismo card setup. there are lot of cards

Although there is nothing wrong with this method of operation, it does pose a challenge to find a suitable location to mount the cards. The cards appear to be constructed to a high standard and are very solid; they do not feel or look like cheap Chinese-made cards.

I’ve included, for interest, a schematic wiring and card diagram of the module set-up for the Captain-side ADF radio. (click the image to enlarge the picture).

The main Ethernet mother board requires a 5 volt power supply.

Wiring

SISMO provides you the opportunity to either use their prefabricated flat cabling or to wire everything yourself. I choose the former and this saved a lot of time and frustration (wiring and soldering). The flat cable packs are each fitted with heavy duty plastic clips for attachment to the cards. Connection is straightforward and SISMO provide large A3 colour wiring sheets so you know exactly what wire plugs into what card.

If you decide to use the flat cabling, it’s necessary to include in your system a number of additional cards. These cards, called Generic Interface Cards (GIC) act as joiners between the different system cards used by the panels. The size of each GIC card is little larger than a credit card.

SISMO panels with flat cabling. There is a lot of cables that need to connect with several interface and GIC cards

Too Many Cards

The amount of wiring and number of cards needed to use SISMO products is ridiculous!

Using four panels, the interior of the center pedestal is a mass of wires leading to and from various interface cards. There are far better and easier alternatives available from other manufacturers.

The Power of Ethernet

SISMO’s product range utilises Ethernet technology rather than USB; this has many advantages over the use of USB.

According to SISMO literature: 'USB was not designed to carry the volume of information necessary for flight simulation. Although USB is practicable and does work very well, it can on occasion malfunction (drop out), or slow the operation of the intended device by creating a bottleneck for information flow. Ethernet, on the other hand, has been designed at the onset to allow for high information flows ensuring fast and consistent transfer of information'.

An Ethernet cable is required to link the main Ethernet mother board, either directly to the computer or to a switch (if using two or more networked computers).

The two tabs overlap the OEM DZUS rails. You must cut the DZUS rails to allow the module to fit the pedestal

Real B737 Center Pedestal - Not Drop & Fly

An important point to note is that the ADF and ATC radios will not drop directly onto the DZUS rails fitted within a real B737 center pedestal.

SISMO modules have been designed so that the electronic boards, mounted directly beneath the panel, are flush to the edge of the panel. What this means is that the panel cannot be placed directly onto a rail, as the electronics board abuts the edge of the rails.

To allow correct placement in a genuine center pedestal requires that the DZUS rails be cut in the appropriate position.

All the other SISMO modules, other than the ATC and ADF modules drop onto the rails without an issue. I'm unsure why this manufacturing inconsistency has occurred.

Misleading Information

During my initial research, I asked SISMO if their panels fitted a genuine center pedestal. I also queried if OEM DZUS fasteners could be used. Juan Ma (sales) stated that all SISMO panels were DZUS compliant and did fit genuine DZUS fasteners; however, when I told SISMO they didn't fit the rails, Juan Ma claimed he had misunderstood my question due to his poor understanding of the English language - he meant to say no rather than yes.

To utilise OEM DZUS fasteners, you will need to enlarge the attachment holes in each of the panels to enable the fastener to fit into the hole. A word of caution here – SISMO use plastic backing boards which will crack easily if you are overzealous with a power drill (this is why I suggested, earlier in this article, that metal be used.

Communication and Support

Support for SISMO is either directly via e-mail or by their dedicated forum. All e-mails are answered quickly (in English or Spanish). JuanMa and Cristina answered all my e-mails in a professional level. They are courteous, exceptionally patient, and very helpful; both strive to help you as much as they can.

SISMO Modules - A Closer Inspection

ADF Radio Module

Initially, you’re impressed when you look at the ADF panels. The seven segment displays, illuminated in either amber yellow or warm orange are easy to read, well lit, and appear similar to the displays you would see in a real aircraft.

As you turn the rotary knobs to change the frequencies there is no catching as the knobs are turned, and the push-to-activate buttons move freely. They do not stick in the down position when depressed.

Problems

One small issue I immediately noticed, was that the tinted window plate which sits over the frequency display is not secured; as opposed to other manufacturer’s modules that incorporate the plate into the actual construction of the panel. If you invert the modules the cover plate will fall out of the recess. I decided this wasn’t a problem; how often are simulators inverted, and securing the plate is an easy exercise. A small piece of double-side tape is all that is needed to secure the plate in place.

My problems began after roughly four hours of use. The frequency push-to-activate button was temperamental and would not allow the stand-by and active frequency to be changed with one push; several pushes were required. The problem was intermittent, but investigation suggested an issue with the clicking mechanism or the button itself.

The next issue to develop was with the rotary knob; turning the knob caused the frequencies to jump digits. As with the push-to-activate button, the problem was intermittent but, the problem was rectified when you closed and reopened the SC Pascal script. Perhaps the script needed tweaking.

Knobs and Switches - Poor Quality

I was disappointed with quality of the switches and knobs used on the panel. The two ADF-ANT switches are made from hand injected low quality plastic; several small injection holes in the plastic are easily seen. For the minor cost involved, high quality machine-injected knobs could have been manufactured.

Each of the ADF-ANT switches slides onto and over the plastic circular shaft of the rotary mechanism. The knob is then secured to the shaft by two grub screws each side of the knob. It doesn’t take too long for the grub screws to begin to loose their grip on the shaft with resultant slippage of the knob.

Other companies have solved this potential problem by using D-shaped shafts or higher quality rotary switches incorporating metal shafts instead of plastic. Knobs manufactured by high-end companies use stainless steel shafts and stainless grub screws that screw into stainless sleeves.

My rating 4/10

Audio Control Panel (ACP/ASP)

SISMO ACP unit does not look realistic with inexpensive poorly moulded buttons and very stark backlighting. Note that some of the rectangular buttons are not in alignment. This unit has been constructed with very poor attention to detail. Note, the black knob is not a SISMO knob but comes from a 737CL (OEM)

The Audio Control Panel (ACP/ASP) replicates the audio system of the B737 (navigation radios, etc). The ACP occupies a large piece of real estate in the center pedestal and the ability to turn on and off navigation audio sounds should not be dismissed.

The main ACP switch is of similar construction to the ADF-ANT switches on the ADF module; it is poor quality with injection holes readily observed. The clear push buttons used to turn on and off the various audio sounds are of low quality. The buttons are fashioned from clear acrylic and lack detail and definition.

I was disappointed, that when the ACP unit was fitted onto the pedestal, light from the backlighting seeps along the edge of the panel (to stop this I applied masking tape to the side of the panel to create a light skirt. I also noted that some of the buttons are not accurately aligned with one another.

Often it’s the small things that count and push a product to the next level. Clearly this is not a mantra that SISMO adhere to.

I was not impressed with the quality and attention to detail on the SISMO ACP unit; therefore, have decided to convert two real B737-500 ACP panels to simulator use.

My rating 2-10

Rudder Trim Module

The rudder module incorporates a large knob that is center-spring loaded. The knob allows the rudder to be deflected in either direction and be recorded in degrees of offset on the scale. The movement of the defection needle is made possible with the use of small servo motor fitted beneath the module and powered by 12 volts.

The rudder trim knob is poorly moulded and clearly portrays hollow holes left over from the injection process. For those searching for aesthetics, replacement using a real B737 knob is very easy (if you can find a real knob).

The trim needle, at least on my module, is a little lop-sided. As with the ACP module, stray light from the LED backlighting is readily seen around the edge of the panel. Like other SISMO panels, there is no inclusion of a light skirt to stop stray light.

The remainder of the module is aesthetically pleasing.

The rudder trim is one of the modules that is necessary to complete a center pedestal, but unless one is regularly flying with one engine, the module is seldom used. Therefore; this module from SISMO, even with the irregularities, is a reasonably priced alliterative to some of the more expensive counterparts available (provided a replacement knob is used and light skirt is fabricated).

My rating 5-10

ATC (Transponder) Module

This is one of the better produced modules from SISMO.

The switches and knobs are manufactured to a quality at least equal to what other companies produce. There are no injection holes in the knobs, and turning the frequency knob is very smooth when altering frequencies. The digital read out is crisp, yellow amber in colour, and the tinted window, which falls out easily on the ADF panel, seems to be more secure (although it is the same drop in type). As with the ADF panel, this panel will require you to cut the DZUS rails if you are using an OEM 737 center pedestal.

As a script was never supplied with this module (SISMO did not send it), I cannot provide information to how well it operated.

My rating based solely on appearance is 7/8-10

Reliability and Performance - Software and Modules

Software - SC Pascal Scripts

The modules require SC-Pascal scripts to be installed on the simulator computer.

The basic script is downloaded from the SISMO website. A further customised script is needed to configure the modules to the avionics software package you are using (Sim Avionics, Project magenta, ProSim737, Orion, etc) and FSX. SISMO write the script dedicated to the panels you are using. To activate the panels you run the executable file when you open a flight session.

SC-Pascal scripts are completely new to me, but a little research indicates that the script is used as a software interface between the actual functionality of the various panels, FSUIPC and simulator software.

Once the scripts are installed and configured correctly, a folder is created in which is stored the config.ini file and the executable script. The folder and files can be named and stored anywhere on your computer system. The panels are turned on by activating the executable script (.exe).

As an option, direct access to the script can be made by adding the executable command to the auto start folder of your computer. This option automatically starts the modules when the computer is turned on. The script then runs in stand-by mode until flight simulator is turned on. This option saves time and repetition by not having to turn on the executable file.

As SISMO utilises Ethernet technology, the various IP addresses of the computer (s) you are using need to be correctly configured to allow communication between the computer and the panels. This is basic networking knowledge and is relatively easy to learn.

Once the software is configured, the software and modules should function flawlessly.

Script Problems

I did have some issues with the SC Pascal script freezing when it was initiated. The script also caused some issues which appeared to cause the ADF radios to incorrectly display frequencies. To Juan Ma's credit, he did tweak the script, however, the problems remained.

As I know nothing about SC Pascal scripts, I don't know with certainty whether the problems experienced were caused by a script issue, hardware issue, or something particular to my system. If push comes to shove, my guess is that the problem lay with the SC Pascal script.

I try to keep things simple in my simulator, and running multiple scripts for various panels through several interface cards doesn't exactly fit into this ethos.

It would be inaccurate to state that SC Pascal scripts don't work, because there are many enthusiasts who have them operating perfectly. But, I am not one of these individuals.

Note that I was using Sim Avionics. If using ProSim737 there is an option to use a script or direct drivers within ProSim737.

Quick List - Pros and Cons

PROS

Fairly accurate 1:1 ratio (or close to)
Easy to install and use software (knowledge of SC Pascal required if altering software)
Laser cut and stenciled lettering
Ethernet technology

CONS

Plastic shafts on ADF-ANT knobs (should be metal/stainless)
Poor quality knobs and switches on ADF, ACP and Rudder Trim module
Average light coverage for LED backlighting
ADF and ATC modules don't drop directly onto DZUS rails; the rails must be cut.
Large number of cards needed for operation
Not DZUS complaint (requires existing holes to be enlarged)
Plastic backing plate on panels (easily damaged when enlarging holes for DZUS fasteners)
Light seepage around edge of some panels from backlighting (no light skirt)
SC Pascal script troublesome and works intermittently.
Poor quality paint work

Considering the above, the panels are expensive.

Final Call

The modules are ideal for the budget-conscious flight simmer. This said, a potential user must have knowledge to troubleshoot problems.

The lack of quality knobs, switches and poor attention to detail detract aesthetically, while the large number of cards that need to be installed can make installation challenging. Three failing LEDS and problems with the frequency selector switch on the ADF radio panel may point to quality assurance issues. The use of Ethernet over USB is highly commended and may reduce information bottlenecks.

My rating for the software is 4/10 (The supplied scripts didn't work with my system, which at that time was Sim Avionics and not ProSim737).

My overall rating for the modules is 3/4/5-10 (based on fitting issues, quality of knobs, poor attention to detail, poor painting, no light skirts and temperamental frequency selection switches on ADF).

Please note that this review is my opinion only and is not endorsed.

POST SCRIPT: - July 15, 2012 - RETURNED MODULES TO SISMO REQUESTING REFUND

I have returned all the panelss, cards and wiring o SISMO for a full refund (minus freight).

Initially, SISMO offered me 10% of the value of the products purchased (this included the interface cards that had never been used).

SISMO stated that the return period had been exceeded, and any products returned would be treated as second hand units. It didn’t matter that SISMO had not, at that time, sent all the appropriate SC Pascal scripts to ensure correct operation of the modules.

The writing of the SC Pascal scripts was delayed close on 2 months after I received the modules, and when received, the scripts didn't funcyion as intended. Excuses were; staff holidays, workloads, Easter break, and awaiting confirmation from another company to facilitate operation.

Upon receipt of the returned items, SISMO claimed that many of my issues were incorrect or not relevant.

They claimed that the modules had been damaged.
They stated that I had broken the LEDS (I told them the LEDS were not working when I received the parcel).
They claimed I had disassembled the units and damaged the paint and screws.
They claimed I had re-painted portions of the units.
They claimed sticky plaster was attached to one of the units. (this is correct as I used tape to secure the wiring & also to create a trial light skirt)
They deducted from my refund, Spanish import duty and inspection fees (returned the goods to Spain).
They claimed I did not include paperwork (which I did).
They stated that as the ATC RADIO module was discontinued, a refund was not possible. At the time of purchase they did not inform me this panel was discontinued.

I'm not going to go into a long account to what has transgressed. But, I will say that this company cannot be trusted…..They promise the world to you, but if you aren't happy with the products, they provide every excuse possible to NOT provide an adequate and reasonable refund.

For example, when I reported the failure of the LEDS to SISMO, their response was 'they worked when they left the shop'. They did offer to replace the LEDS but, at my shipping expense (which was expensive). They also offered, because of the inconvenience caused, a discount on further purchases.

It should also be noted, that in my initial correspondence with SISMO, I asked whether their panels would drop directly into an OEM B737 center pedestal. Juan Ma stated 'YES'. However, on receipt it was discovered that the modules were too large to fit directly onto the pedestal DZUS rails. I queried Juan Ma from SISMO on this; he stated that it was a language misunderstanding.

Juan Ma understood perfect English when it came to avoiding a refund of purchase money.

Legislation, PayPal and Delays

Spanish legislation states that every purchase has a 7 day cooling off period, in which a return and refund can be made. PayPal policy states you have 45 days in which to make a claim. EU legislation states that refunds are possible if items do not function correctly - within a set time frame.

Without a working script for Sim Avionics (which took two months to receiveve), how can testing of panels occur. Because of the approximate two month delay on sending operating scripts to me, all options available to me had expired.

I cannot help but think that SISMO delayed the sending of the scripts so as to provide a reason for NOT refunding 100% of the purchase price.

SISMO Solicones appears to be a company that will ONLY support and stand by their products if you continue to use their products and not complain, or attempt to return them.

If you ask for a refund due to faulty components, components that don't function, or scripts that don't function correctly, then expect NOTHING, or at the very least, a minimal refund (and you will have to fight to get this refund).

What you can expect from SISMO, is e-mail after e-mail informing you that you have no right to a refund, that you have damaged the items, and that you did not follow SISMO policies, etc, etc.

After many e-mails, I succeeded in gaining a E400 Euro refund for an initial E1400 Euro outlay.

I'm sure there are many happy customers using SISMO products; however, I am not one. I do not recommend SISMO Solicones.

Their products are of poor quality. The attention to detail that is required (and expected) when replicating an aircraft panel is very poor. And finally, their customer service is dismal if you are seeking to return an item.

In my opinion, it's VITAL that a company standby and support their product-line, and this includes refunds if the product (for whatever reason) is not suitable with your simulator set-up.

If you search the Internet, you will find very few comments regarding SISMO, other than company endorsed reviews on forums that are supported by manufacturers and resellers.

If you are searching for quality avionics panels, look no further than Flight Deck Solutions or CP Flight.

These two companies are reliable, produce quality products and provide exceptional after sales service. They also offer a refund if not 100% satisfied with their product. Whatever you do, don’t spend your money on inferior products from SISMO! (my opinion only).

This review is rather negative towards SISMO Soluciones. I have 'toned down' my anger to this company considerably in an attempt to produce a balanced and accurate review. Please understand that this is my experience with this company. Your experience may well differ.

Feel welcome to make comments, either good or bad in the comments section.

Updated and Amended 15 April 2020

Update

on 2015-08-27 00:15 by FLAPS 2 APPROACH

I wasn't expecting such a response to this post. Nor was I expecting SISMO Soluciones to link this negative review to their website, face book account, and on several other prominent forums.

Whether an individual likes or dislikes a product based on aesthetics and functionality is subjective; what I dislike, another simmer may like very much. I know several simmers that use SISMO and are very happy with the product.

My main 'gripe' with SISMO, apart from poorly produced products, is their no questions non-return option should you be in the former (dislike) category.

Whatever transpired between myself and SISMO is water under the bridge. If a company stands by their products they offer a no questions return policy.

I have since heard, based upon this review that SISMO may be taking legal action against me for what I have written. I have told the story as it unfolded and refuse to retract what has been written on an independent and non-industry supported website.

This is one of the purposes for this site - unbiased and honest appraisal of products I have used.

Thanks for your lively comments. Cheers

August 26, 2012

JetStream 738 by ProSim737 - Review

August 26, 2012/ Flaps 2 Approach

After flight testing several aircraft models, I decided to use the B738 (FS9 version) produced by Precision Manuals Development Group (PMDG). This flight model, once the PMDG flight logic is removed, functioned exceptionally well and is very stable.

One of the potential problems when using a flight model produced by another company is compatibility and functionality with your chosen avionics software suite. Minor problems are often solved by tweaking the aircraft.cfg file; however, tweaks are just that, and often issues will occur which cannot be identified and rectified. In my experience, tweaking the .cfg file may solve your initial problem, but may cause additional errors elsewhere.

Different Aircraft Models – Different Solutions

To ensure various aircraft models operate with their software, Sim Avionics provide users with specific aircraft.cfg files that correspond to the particular flight model they are using. These files are optimally tweaked to the Sim Avionics software.

ProSim737 has handled the problem of aircraft model variances slightly differently. Rather than provide a tweaked aircraft.cfg file to allow you to use whatever flight model you wished, they took a holistic approach and produced a complete aircraft dedicated ONLY to their avionics software suite.

Creating an aircraft model that is designed to only operate with their software has many advantages. First and foremost is trouble-shooting. Everyone is using the same software, meaning that if a problem does present itself, finding a solution is usually easier. Chasing ghosts rarely occurs as the same company that produced the avionics suite produced the aircraft flight model.

At this stage, you may think that ProSim737 only works with their dedicated aircraft. This is incorrect; ProSim737’s avionics suite will work with numerous aircraft models including the default FSX 737 and the PMDG FS9 737, however, if you want to achieve harmonious inter-connectivity with the avionics software, then using the dedicated flight model is highly recommended.

Hello JetStream 738

The JetStream aircraft is more a flight model than an actual virtual aircraft. Don’t expect to see “wow” factor visuals with this model. Instead, expect to experience “wow” factor flight dynamics that work in perfect unison with the flight avionics software.

Virtual pilots using a fully developed simulator often do not need what is offered in many aircraft models: virtual flight decks, pop-up gauges and GPS consoles are not necessary. As such, the JetStream doesn’t provide these additives. You will, however, see the default FSX panel layout of the B737. This can easily be permanently removed by either editing the panel.cfg file or removing the panel images.

Installation

The JetStream software comes with an .exe installer. Installing is as easy as following the prompts. When installed, a JetStream 738 folder will be found in the simobjects/aircraft folder.

JetStream Textures

The Jetstream uses the default texture pack belonging to the B737-800 FSX aircraft; therefore, the outside views mimic the same texture details seen on the default FSX model.

I think the outside textures (especially with a repainted airline livery) are just as good as many payware add-on aircraft textures. Certainly, PMDG NGX textures surpass the JetStream textures, but you must remember that the aircraft has NOT been designed as a pretty aircraft to look at, but a flight model to replicate defined flight dynamics. Think of it as flying ones and zeros.

Video Makers & Virtual Airlines

Video-makers or those who wish to mimic a particular airline can easily re-texture the aircraft skin to reflect a specific colour scheme or airline livery. Search through the ProSim737 forum and you will find several dozen repaints. Installing additional textures is identical to the method used in FSX.

If you search this website you will find mention of the 164 liveries pack. This pack provides many liveries and re-textures.

Outside Views & Animation

Many individuals concern themselves with the outside view of an aircraft. Whilst it’s enjoyable to inspect the aircraft from the outside, the quality of the external visuals has absolutely nothing to do with the way the flight model behaves.

This said, the movement of essential equipment can be observed: the rudder, flaps, ailerons, spoilers and landing gear. Landing and other outside lights are also replicated including a functional taxi light which is bright enough to “read by”. The outside view is far from sterile.

Taxi Light – Too Bright & Intense

One downside to the external view is the actual positioning the taxi light.

Historically, Micro$oft have never animated the taxi light correctly. ProSim737 have created their version of a taxi light, which is more a ball of light than a taxi light.

The taxi light is bright – very bright. On lift off, the fall of the light beam covers the lower portion of the front screen view. This obviously does not occur in a real aircraft. Although I have not altered the files, I have been informed that this cosmetic issue can be rectified with a small tweak to the aircraft.cfg file.

I would have liked ProSim737 to have developed the external lights from scratch with a dedicated taxi light with no fall off on the lower portion of the computer monitor. Good external lights are essential if you fly predominately at night.

Flight Dynamics – flying Ones & Zeros

This is why the JetStream was developed – as a platform to replicate complicated flight dynamics to realistically mimic the movement and handling of a real jet aircraft. This is where the wow factor begins and is where the JetStream leaves it’s contemporaries behind.

I am very impressed with the flight dynamics. During several hours flight testing, the model was exceptionally stable, handled as you would expect, and interfaced with the ProSim737 logic flawlessly.

Fine-Tuning & Stability Testing

ProSim737 has been designed to be operate with MCPs (Main Control Panel) manufactured by several companies. I have been informed that, depending on the MCP type, problems can be experienced with the sensitivity of the auto pilot. To alleviate this, ProSim737 allows the sensitivity of the MCP to be adjusted.

The JetStream manual suggests that a good method to determine possible over-control (i.e. oscillations) is to increase the simulation speed to 4x and observe if oscillations occur, and if the autopilot is able to hold either heading or altitude”.

I performed this stability test at x4 acceleration and noted very mild pivoting of the wings as the aircraft slewed along it defined navigation track. When I morphed back to normal speed, the aircraft was in the same direction, attitude and altitude that it was when I entered acceleration mode. Only at faster acceleration speeds (x16) did the aircraft loose position (which is to be expected).

Hardware Calibration

The JetStream requires careful and fastidious calibration of your yoke and rudder pedals to ensure solid performance.

Calibration isn’t as important if you use the auto pilot to do most of your flying, however, if you prefer to hand fly to and from FL10, correct calibration of your yoke and rudder is paramount.

It’s essential to take the time to calibrate your hardware correctly using the Windows and FSX calibration tool, using FSUIPC to fine tune the results.

Your hardware control settings play a huge role in how the plane behaves, so before blaming the flight model, please test it with different controls and settings.

The following is an excerpt from the JetStream read me file:

Most 738 models available represent a truly overpowered engine/dynamics ratio, The flight model tries to follow the real curve, don't expect it to reach high speed/AOA values as other flight models do, especially immediately after rotation.
As in FSX, nose-steering is nothing else but rudder, without FSUIPC's given steering routine and a hardware wheel, do not expect acceptable results on the ground.
The VC was deliberately removed from the model.
Trim related values do depend on hardware behaviour. This relates to whether hardware has been calibrated with or without FSUIPC.
Idle N1 value is OAT dependent. You will get 20.7 at 15C.
Set General Realism Slider to Maximum! It is vital for the model!

PMDG (FS9) and Default 738 Verses JetStream

I outlined in the opening paragraph that ProSim737 can be used with several other add on aircraft, including the default FSX 738. My limited testing proved that these aircraft fly well with ProSim737, however, nuisances do occur and tweaking of the aircraft .cfg file is needed to solve niggling problems with often undesirable outcomes..

The JetStream was designed from the bottom up to be the flight model for ProSim737. Therefore, many of the nuisances observed when using other flight models do not exist.

As an example, the FS9 version of the PMDG aircraft at Vr, with the yoke pulled to aft position, exhibits a slight delay of a second or two before actually lifting off the runway. A positive rate is rarely achieved before V2 is called. This is completely different with the JetStream which is far more responsive. Pull back slightly on the yoke at Vr and the aircraft is airborne before reaching V2.

No matter what I did with the PMDG flight model, the only way to achieve rotation at Vr was to pull back on the yoke a few seconds before actually hearing the Vr call out.

This is but one example, illustrating why it’s solid sense to link a dedicated flight model to a specific avionics software suite to achieve harmonious integration.

FS Add Ons - Top Cat Compliant

Many virtual pilots use a popular add on flight tool called Top Cat.

Top Cat is used, amongst other things, to calculate weight, takeoff and landing performance. The JetStream is compatible with Top Cat and the JetStream manual explains how to incorporate this advanced FS add on.

JetStream User Manual

A detailed user manual is included which is well written and informative. It’s important to read this manual to ensure you get the most from the JetStream flight model.

Updates & Improvements

ProSim737 currently produces one aircraft and one avionics software suite. While some may find this lacking, I find it reassuring. Rather than become tired down to developing other aircraft and software, ProSim737 focus their attention on one aircraft – the B738. This translates to regular updates and improvements which can only benefit the end user.

Support

Support is provided either by a dedicated forum or via personal e-mail communication.

To date, all requests have been answered quickly and efficiently. If you need help, support is available. You are not left to feel as if you’re withering on a vine, waiting for assistance.

I try to be impartial and accurate when I make a review, however, if I have missed something or have made a mistake, feel free to make a comment.

This review is based solely on my experience with the JetStream and ProSim737. I have no affiliation with the company.

My Rating is 9/10

August 14, 2012

ProSim 737 Glass Cockpit Avionics Suite - Review

August 14, 2012/ Flaps 2 Approach

The ProSim737 Glass Cockpit Suite is software developed solely for the Boeing 737-800 aircraft and replicates the avionics required for the operation of the flight deck. ProSim737’s beginning was meager, however, the ongoing development, accuracy, functionality and above else, ease of use and reliability, has ensured that ProSim737 has an exceptionally strong following.

The developers are based in Luxemburg which is why many users of the software are European based; however, flight simulation transgresses geopolitical boundaries and many users of ProSim737 are located in Asia, Australia, New Zealand and North America.

I’m not going to duplicate what can easily be read in the ProSim737 user manual. The manual outlines much of what the software can and cannot do and I urge potential buyers to read it.

This review pertains to software release Version 1.

First Off - Caveat Emptor (Latin for buyer beware)

Before continuing, there are several flight avionics suites currently available on the market. They all replicate the basic avionics functionality of the B737. However, not everything is operational within each suite, and some functions behave differently between suites. Therefore, it’s a good idea to research what works and what doesn’t before your purchase. I have a written an earlier journal post addressing this.

Avionics Suite – The Heart

The heart is the most important organ in the human body. Likewise, the avionics suite is the heart of the flight simulator, and provides the interface for instrumentation to operate. If the software used is not reliable, robust and well tested, then problems may develop which ultimately will lead you into a minefield of frustration and confusion as you attempt to unravel the intricacies of the Boeing avionics system.

ProSim737 – Overview and Detail

ProSim737 is a complete avionics solution providing the ability to support all displays and logic found within the B737-800. The software has been designed to run on one or multiple PC's in various configurations interfacing with FS2004 (FS9) or FSX, via a paid and registered version of FSUIPC. Wide FS is not required, however can be used if networking other add- on programs.

To achieve this, the software is segregated into four broad modules: PS737 System, PS737 Display, PS737 MCP, and PS737 CDU. Additional modules are PS737 Audio and PS737 Panel.

I’ll discuss the details of each briefly. For a more though dissection, I direct you to the ProSim737 website or user manual.

A short video at the bottom of this post will guide you through the various menus of the ProSim737 Systems Module.

PS737 Systems Module

The Systems Module is the main component of the ProSim family and it’s within this module that configuration of the switches, indicators, drives, and gauges occur. In addition to providing the detailed logic to replicate the following aircraft systems and components: electrical, pneumatic, fuel, hydraulics, heating, fire detection, IRS and master cautions, the module provides access to a web-based instructor station and server that other ProSim737 modules connect to and from.

The Systems Module, because it houses the server, must be installed on the computer running flight simulator. Likewise, for any other module to operate, the Systems Module must be opened.

PS737 Display Module

As the name implies, this module supports the main visual displays located in the Main Instrument Panel (MIP) that a pilot views when in the flight deck. The module also provides several additional “virtual” gauges, such as clocks, stand by instruments and a flaps gauge for those flight deck builders who don’t use reproduction hardware gauges, or converted real instruments.

The following displays and gauges are included in the display module.

Captain and First Officer Pilot Flight Display (PFD) and Navigation Display (ND) - various configurations
EICAS display (upper & lower) with fully integrated EICAS messaging
Virtual Main Control Panel (MCP)
Virtual EFIS display (two)
Virtual overhead panel (forward & aft)
Virtual CDU display
Virtual stand-by instruments (good selection)

If you’re operating a full flight deck with appropriately supported hardware you won’t require the virtual MCP, EFIS, CDU and overhead displays.

ProSim737 MCP Module

This module controls the Mode Control Panel (MCP) which is the auto pilot system in the aircraft. The MCP communicates with the logic coming from the systems module to provide information regarding altitude, direction, speed and other auto pilot constraints.

ProSim737 allows the user to either configure the MCP as a “virtual” MCP panel displayed on a computer monitor, or for builders using a hardware MCP, display minimised. The virtual MCP includes two Electronic Flight Instrumentation System (EFIS) modules in either Honeywell or Collins configuration.

This MCP module usually resides on the same computer as the systems module.

ProSim737 CDU Module

The Control and Display Unit (CDU) is used to assess information from the Flight Management System (FMS). A user can either use one, two or any number of instances of the “virtual” CDU and each will display identical information. If a hardware CDU is being used, there is the ability to turn off the “virtual” CDU and display the data on the hardware unit. All CDU instances are linked to each other via the ProSim737 Systems Module. It’s usual practice to install and run this module from a client computer.

ProSim737 Audio Module

The audio module is a stand alone module that allows user customised sounds to be played when various preset functions occur, such as when switches are toggled, speeds are reached, etc. This module is needed to allow GPWS and TCAS cautions, in addition to V1, V2, Vr and altitude call outs. The module can be installed and run from any computer and links to the ProSim737 systems module. The module runs as an additive to ProSim737’s internal sound (located in the Systems Module).

The virtual forward overhead panel. Many switches are functional and can be moved with the mouse

ProSim737 Overhead Module

This module provides the switches, gauges and dials for the forward and aft sections of the overhead. The module is installed on the client computer and is usually left open full screen, unless you have a hardware overhead installed. The module supports functionality essential to the basic operation of the B737.

Reliability, Robustness & User-Friendly

When you evaluate a product, it’s “usually” fairly easy to find inherent problems. ProSim737 is a different beast; since I began using their software I have not had any problems that suggest inherent problems with the underlying software framework. It’s a pleasing experience when you open software and it “just works”.

Of course, variances between computer systems and a wide variety of FS add on programs, can cause minor nuisances to occur – this is normal with any software.

To avoid any issues, I advise that all flight simulator add on programs be removed before evaluating a software suite. Once you’re happy that everything is functioning as it should, add each FS add on in turn, checking to ensure correct operation. If a problem does occur, at least you will know which program is causing the issue.

ProSim737 is an exceptionally robust software platform and the program has never crashed despite me changing configurations, etc “on the fly”.

Software Installation

Simplicity and easy of use are the mantra of the developers of ProSim737. Opening the ProSim737 package will reveal a number of appropriately named folders. To install the Systems Module you click an executable file and install to the computer on which flight simulator is installed. The other folders are then copied to the client computer. IP addresses must be known to allow communication between modules across the network.

You don’t have to open .ini files or configuration files during installation and you don’t need to copy and paste files between folders. Basic configuration is achieved by right clicking the mouse which opens a configuration screen. The set-up is uncomplicated and is logically set out.

The only files you need to cut and paste to a folder are the terrain files and navigation database. Detailed instructions on how to do this are documented in the comprehensive and well-written manual.

prosim 737 Configuration display when using right mouse click - everything is easy to find and configure with minimal time outlay

Learning Curve and Ease of Use

Any new software has a learning curve; however the curve is very shallow when using ProSim737. You don’t have to be a programmer or have in-depth computer knowledge to install or use ProSim737. The software is very easy to install, configure and maintain.

For example updates, which are frequent, do not require you to manually cut and paste a new version download to several folders. An update button within the Systems Module completes the update task within minutes. As you open other modules, they each in turn are updated from the Systems Module.

Another example, which shows the ease of use relates to the configuration of various displays provided in the ProSim737 Display Module. To set-up a dedicated display, you mouse drag the required display to the monitor of choice and then right click the window to open the configuration menu; resizing the display is done using the mouse. To avoid the problem of the display accidentally changing size in the future, you tick the “freeze constraints” box. It literally takes less than 10 minutes to establish the visual displays in the flight deck!

Configuring Your Switches and Buttons

Configuring buttons and switches to your set-up relatively uncomplicated involving opening a menu in configuration mode, scrolling to find the particular function you need, and then connecting the output type to a specific output. Granted there is a learning curve, but the curve is low and essential tasks don’t requite extensive knowledge of computer code.

Similarly, customised audio files can be added, linked and played in the Audio Module.

Navigational Database and Terrain Files

ProSim737 does not provide the navigational database that is needed by the aircraft. This must be purchased as a separate item from Navigraph. This is normal practice and all developers rely on Navigraph to maintain the latest navigation package.

Installing the database requires you download the data and then extract the data, via an executable file, to a specific folder within ProSim737. You then must build the database which is achieved by pressing a button within the configuration menu.

Similarly, the terrain files must be downloaded from the ProSim737 website and manually copied to the appropriate folder.

Driver & Hardware Support

Today, there are several vendors ranging from high end to budget level that are replicating B737 hardware and instrumentation. ProSim737 development is forward based, meaning they understand the need for avionics software to be compatible with as many hardware types as possible. Flight Deck Solutions, Engravity, Go Flight, CP Flight, SISMO and Open Cockpits are all supported and several types of I/O cards are supported such as Pokey, FDS SYS and phidgets. FSUPIC and FSUPIC offsets are also supported by ProSim737.

Determining which hardware is selected for your set-up is as easy as checking a box within the configuration screen of the Systems Module.

Accuracy and Resolution of the Flight displays

You spend a lot of time staring at the various displays, whether it’s the Pilots Flight Display, Navigation Display, CDU or EICAS; therefore, it important that the graphics are of the highest quality possible; nothing is worse than staring at jagged corners, off-putting colours, or blurry lines.

Although the quality of any graphics is linked to the resolution of the computer screen, if you use a high resolution screen you will not experience any anomalies associated with poor graphics. The display graphics are crisp and sharp.

To see images of displays navigate to the ProSim737 website.

All simulation enthusiasts strive for accuracy; some to a greater extent than others. The displays depict what you would see if you were looking at the displays in a real B737 main instrument panel. Only the very keen you will note the odd subtle difference between the simulation and the real display, and this is often determined to a certain extent, by the cockpit set-up and carrier options you select from within the instructor station.

For example, the magenta course line in the Pilots Flight Display appeared to be slightly thinner than on the real aircraft, but no sooner had I noticed the disparity that Marty at ProSim737 had uploaded an update rectifying the issue.

What’s important to realize, is that the developer listens and if inaccuracies are noted rectifies the disparity quickly and without argument.

ProSim 737 Screen grab showing variations of PFD and ND displays dependent on EFIS setting

Precision

Any software must provide precise outputs when its logic is queried; all virtual pilots demand that software outputs be precise in execution. To date, ProSim737 has lived up to its reputation and I cannot highlight any major downfall in the precision of the software.

Vertical Navigation (V-Nav)

A common thread in FS forums is that avionics software has difficulty in replicating Vertical Navigation (V-Nav). This is especially evident with software supplied by Project Magenta and to a limited extent with Sim Avionics.

The logic used to replicate V-Nav is not simple; it’s complicated, and the variability in V-Nav usage often causes issues to develop when using V-Nav. The main problem is that the aircraft may not keep within the constraints entered into the CDU. Often the aircraft will either over fly an altitude constraint or not maintain a entered speed constraint.

From the outset, V-Nav in ProSim737 has worked exceptionally well. Altitude and speed constraints, if entered correctly, are maintained and the reliability of V-Nav surpasses those of other software suites I have used.

V-Nav Usage

V-Nav, even to qualified pilots can be a challenge to use correctly. This is one reason why V-Nav should only be used as a guide and not as an absolute. If V-Nav, for whatever reason does not function in a method you think is correct, then turn it off and use the more reliable L-Nav, Level Change or Vertical Speed functions.

The challenge, I have discovered when using V-Nav is two-fold. First, you must use it within the designed capabilities of the program, and two, you must learn how and when to operate V-Nav. If you enter data that the FMS cannot assimilate, such as an altitude that is too high or too low, for the time required to reach the waypoint, then expect an over fly of the entered restrictions. This is not the fault of the software, but the fault of the user.

Display Lag

Display lag is term coined to explain the staggering of a display due to information overload, information bottleneck or lack of computer graphical power. It typically manifests itself when a lot of information is required to be displayed at an identical time that computer processing is required.

For example, another software suite I have used displayed staggering on the altitude tape in the Pilots Flight Display (PFD) when ascending and descending with the “all waypoints” selected from the EFIS. The staggering stopped when the “all waypoints” were deselected.

I have yet to experience any display staggering with ProSim737, even with the terrain simulation display activated.

Weather & Terrain Display Functionality

The weather and terrain display function, which is activated either by pressing WXR or TERR on the EFIS unit is functional in ProSim737, however, the weather display is inaccurate and looks very outlandish in its “blocked in” colour display.

I’m lead to understand that the weather functionality present within other software (Sim Avionics), reads directly from weather depicted by FSX, and then only presents a rough indication of what the weather maybe like at that particular time; it certainly does not mimic and display what the aircraft is actually flying through or about to fly through.

I am hoping that the developers at ProSim737 will develop a radar module that actually reads the exact weather depicted in FSX and display this weather in a way that is similar to the real radar in the B737. At the time of writing, the weather displays only in solid colours and does not mimic how real radar operates. I hope that ProSim737’s developers improve this in due course.

Two Terrain File Resolutions

Pressing the terrain (TERR) button on the EFIS unit, displays a graphical representation of the surrounding terrain on the Navigation Display. There are two variations of the terrain graphics available; one display is slightly blocky and the other display is more detailed. To select which display is active, right click the screen with your mouse and tick the appropriate box in the configuration menu.

Compatibility of Aircraft with ProSim737

It's always been a concern to what add on aircraft you can use with a particular avionics package. As an example, Sim Avionics provides several aircraft .cfg files which have been tweaked to their software. You load the particular aircraft.cfg file for the aircraft you are using and any vagrancy between the aircraft and avionics software is rectified.

ProSim737 has taken a completely different approach and designed a flight model called the JetStream 738, which is tweaked to operate flawlessly with ProSim737. Of course, you don’t have to use the JetStream if you don’t want to; the default B737 can be used as can the PMDG B737 FS9 version with flight logic removed.

I will review the JetStream738 in a separate journal post.

CDU - Background Software

No review of any avionics software is complete without a short segment on the CDU.

The ProSim737 CDU module is the controlling software that provides the intelligence behind the CDU. It's amazing what this software can do, and do so with reliability and consistent behaviour. More importantly, the software does not crash, even when incorrect data is inputted to the unit.

Many pages associated with a commercial CDU are modelled and updates continue to add new features and improve existing functionality.

In the real B737 aircraft, not all CDU software is identical. There are different software versions and each version has slightly different functionality; it’s the decision of the airline to which software version is chosen. Likewise, not every company producing avionics software models the CDU identically. In some respects, it depends on which software edition the developer has chosen to replicate.

Unfortunately, many developers choose to not replicate something or to not provide full functionality.

Often CDU menus and pages may look similar in appearance, but you will be disappointed when trying to access a feature that appears to be modelled but has no functionality. Some suites offer far greater functionality than others. I believe ProSim737 provides more functionality than other higher end CDU software available, and more functionality is regularly added through software updates.

Some of the basic features modelled by the CDU software are:

Indent page on start-up (weights, fuel, fuel reserves, cost index, cruise altitude, etc)
Approach reference page with VREF selection
Route, LEGS, Arrival, Departures & Holding pages (user controlled including approaches, STARS, SIDS & transitions)
Progress pages (fuel, distance to go, ETA, wind, crosswind component, cross track error, fuel prediction etc)
Vertical Bearing Indicator (VBI)
V-Nav & L-Nav compliant (climb, cruise and descent)
Ground Service - push back
NAV/COM radio reference page (ADF, ICAQ, VOR & ILS data) & search
ACARS (future installment)
Captain & First Officer EFIS control
OAT
SIM MAINT page (separate commands to control SIM instead of using keyboard) such as pause, freeze & re-set FMC.

The software lacks the ability save a flight plan directly from the CDU; you must use the instructor station to save a flight plan. Also, it’s not possible to reverse a route from the CDU. It would be helpful if this functionality can be implemented.

The software is compatible with CDU hardware produced by Fly Engravity and Flight Deck Solutions.

prosim 737 ios showing CAT visibility and push back & failures menu

Instructor Station

The instructor station included with the software is a web-based station, meaning you type in the appropriate address into the browser web bar and the instructor station opens on any computer connected to your network – even a laptop. No other software is needed.

The instructor station is comparatively simple in layout, yet functional. Without repeating the user manual, which outlines in detail what each section comprises, the station displays the following menus: Quick Start, Cockpit Set-up & Carrier Options, Global Database, Situations & Positions, Company Routes. Flight Plans and Failures.

Two Instructor Station functions deserve mention

Company routes allow you to store and manipulate routes you have loaded into a specific folder within ProSim737. These routes, if not manually built using the CDU and FMS and saved to the instructor station, are usually downloaded from on-line route generators. As the station has a built in editor these routes can easily be edited and re-saved. You can also download from the station to the CDU any selected route.

The situation menu I find particularly useful. Here you can instigate push back, execute day or night and switch to real time at the push of a button. You can also define visibility as CAT I, CAT II or CAT III. This can be done on the fly while the aircraft is flying.

The failures menu can be set-up to allow any number of single, multiple or cascading failures to occur either within a predefined time or at random.

ProSim737 Start-up Sequence

Ease of use and simplicity are important to ProSim737 and this mantra is carried through to the operation of the software. Opening the ProSim737 Systems Module and other associated modules is exceptionally fast and the programs close with minimal lag time. This is in stark contrast to other software suites which seem to take an eternity to open the various instances of the same program.

To simplify the start-up process when opening a flight session on my two networked computers, I’ve created shortcuts to the required ProSim737 modules and pasted them to the windows menu bar. This is my start process (included are some add on programs I am running).

Server Computer

Start PM Sounds
Start ProSim737 main module
Start ProSim737 MCP module
Start ProSim737 Audio module
Start FSX
Start FSRAAS2
Start Throttle Quadrant Phidgets

Client Computer

Start PM Sounds
Start ProSim737 Display (Captain PFD& ND)
Start ProSim737 Display (First Officer PFD & ND)
Start ProSim737 Display (EICAS)
Start ProSim737 CDU
Start ProSim737 Overhead Panel
Start ProSim737 Audio module
Start ProSim737 web-based instructor station

The time to start each program is no longer than 4 seconds; FSX takes the longest time to load. Closure time is similar (mouse right click/close) from the menu bar. To decrease closure times and mouse movement, a closure batch file can be created.

What is lacking & Possible Improvements

There will probably always be something lacking no matter what software you use, and some enthusiasts are never happy until they have everything – even if they never use or need it.

The Aircraft Communications Addressing and Reporting System (ACARS) is not supported, although I believe this will be addressed in future updates. I’ve already discussed some missing functionality with the CDU and touched on the inadequacy of the weather radar.

For the most part, all essential functionality is present within the system, although it would be nice to have more CDU functionality and a list of functions the CDU is capable of. Currently no such list is available, and if using an official FMC guide it can be "hit & miss" working through he menus to see what is functional.

Several users have commented on the forum, that the %CG calculation in the CDU usually remains the same despite changing the aircraft's overall weight. Users of TopCat pre-flight software have reported variances in %CG between ProSim737 and TopCat. This variance may suggest an issue in the calculation of %CG which needs fine-tuning.

The list of hardware supported by ProSim737 is long and continuing to grow. This said, I have noticed that the CP Flight ATC/Transponder unit which supports full TCAS operation is only partially functional within ProSim737. TA/RA is inoperative. Although the responsibility for this incompatibility probably rests with CP Flight, it would be very nice if ProSim737 attempted to rectify this. CP Flight hardware is used universally and full functionality should be implemented across the complete CP Flight range of hardware.

Continual Development

In my opening paragraph I stated, “Avionics software is the heart of the simulator”. Therefore, it’s pleasing to see continuing development of the software; updates that add or improve on existing functionality are released on a very regular basis. Furthermore, the software designer is open to suggestions from users on how to enhance the software. Shortcomings, when observed are quickly addressed.

One Aircraft - Mono Focus

One very important attribute of ProSim737 is that the developers only produce software for the B737 aircraft. This means that they focus 100% of their time on replicating this airframe. Other companies develop software for multiple aircraft and try to incorporate duel systems within their software.

Compromise & Expectations

It’s a fact that human beings rarely enjoy compromising – we want everything and we want it now.

Some of you maybe "thinking" that ProSim737 has issues that need rectifying. I'd be lying if I told you everything was 100% perfect - of course there are issues, but these are minor and differ depending upon your set-up. But, in comparison to other software suites on the market, I feel confident stating that ProSim737 has less issues and rectifies niggling problems much more quickly than their counterparts.

If your expectation is to have software that is absolutely perfect without any glitches at all, then I'd strongly suggest that building a flight simulator is not really your calling. There are so many variables with computer equipment, drivers and the like that minor issues will pop up from time to time.

Developing software that replicates the B737 avionics to the tenth degree is a noble thought, as is maintaining a reasonable price. However, what builders often fail to remember is that the Boeing software cost millions of dollars to design and implement with a solid team of developers.

ProSim737 delivers an exceptionally good package that is more advanced and feature-rich than its counterparts. It’s not perfect, but the developers strive for perfection and improvements continually are being released on a regular basis.

Documentation and Support

The definition of osmosis is; “The gradual, often unconscious, adsorption of knowledge or ideas through continual exposure rather than deliberate learning”. In the previous software suite I used, “osmosis” was very much the method of learning, as were mistakes, wasted time and frustration.

It’s good to see that ProSim737 includes a very detailed and well-written instruction manual which explains how to do nearly everything you need to know to configure the software to your set-up. Failing this, there is a dedicated interactive forum that is very regularly reviewed both by users, beta testers and ProSim737 staff.

If a problem does occur, support can be reached either by Private Messaging or e-mail.

You will not be left “high and dry” by the developers. They are very enthusiastic about their product and keen to help wherever possible.

A short video will guide you through the various menus of the ProSim737 Systems Module.

Recommendation & Overall Score

ProSim737 is a stable, well tested and tried software platform that provides most of the real-world avionics of a B737 jet-liner. The software is easy to install, use, and does not require advanced computer knowledge to get you in the air. Furthermore, a vast collection of hardware and interfacing cards are supported and new functionality is added on a regular basis.

At the time of writing, if you purchase ProSim737, the software includes full support and updates for an unlimited time period.

This has been a long post, and if you have read this far, I hope you have gained some incite into ProSim737.

To download a free trail version of the software, visit their website – ProSim737.

My Rating is 9.5/10

Please note that this review is my opinion only and is not endorsed.

Update

on 2014-02-12 23:38 by FLAPS 2 APPROACH

Please note that since this review has been written, ProSim737 developers have released several updated versions of the software and three incarnations; Version 3 being the latest (2024).
The content of the review is outdated and has been left on the website for historical interest.

June 30, 2012

CP Flight ADF Radio Modules - Review

June 30, 2012/ Flaps 2 Approach

cp flight ADF radio, NAV 1/2 and M-Comm communication module (Flight Deck Solutions). Note the use of oem 737 DZUS fasteners

CP Flight in Italy is well known for its production of quality simulator parts, in particular their Main Control Panel (MCP) units that work out of the box – literally plug and fly. This short review is for the ADF Radio modules that I have recently installed into the simulator center pedestal to replace the radios made by SISMO Solicones. Although this short review pertains to the ADF radios, all CP Flight modules are made similarly to the same quality and utilise the same methods of connection.

ADF radios may appear “old school” with many virtual flyers more concerned in learning and understanding the more modern LNAV, VNAV and GPS navigation systems. It’s important to realize that not all countries comply with the aviation regulations enforced within the United States (FAA). Many developing nations still use VOR and ADF stations as the primarily means of approach. Further, knowing how to use and having the appropriate equipment installed to be able to follow these “older style” navigation beacons is often good practice for redundancy and to cross check the results from primary navigation. Using VOR and ADF navigation is also more challenging, interesting and enjoyable.

Construction and Appearance

The modules are constructed using the same technique that CP Flight uses to produce all their modules and panels. Each upper panel is made from CNC machined acrylic which produces a very crisp finish and allows any letter cut-outs to be very well defined. The electronics board, rather than being left “naked” like other manufacturers, is sealed within a lightly constructed metal case. To allow the user to drop the module directly onto the pedestal rails, each module has overlapping wings that conform to the width of the rail. To ensure long life, the ADF radio modules incorporate dual concentric rotary encoders with stainless stems rather than plastic stems.

Inspecting the pictures of the ADF radios. you will observe a thin line of light between each illuminated digit. This is not visible in true life and is only an artifact of using a rather long shutter speed to take the photograph.

High Quality

The knobs and switches, which are custom machine injected, are true to life and are tactile in feel. As you click through the frequencies the movement is stable and well defined. There is no catching as the knobs are turned. The push keys on the units are plastic moulded, backlit and work flawlessly; they do not stick in the down position when depressed, and click back into position when pressure is released. The frequency displays are 7 segment digits and are very easy to read. Digit colours are in amber yellow.

The upper panel of the module is attached to the electronic circuitry within the lower section by a metal backing plate; this increases the strength of the unit and assists in the dissipation of heat. The modules are a well presented piece of avionics that accurately replicates the functionality found in the real 737 navigation radio. The panel is 1:1 with the OEM counterpart.

A light metal case protects internal electronics and two 5 pin DIN plugs supply connection and power to and from the radio and to other CP Flight components

No System Boards and Daisy Chaining

The modules do not require control boards - they are completely stand-alone. This minimises the wiring involved and the challenge of finding another location for yet another I/O card. However, to operate the modules you will require either the CP Flight Main Control Panel (MCP) or the 737MIP board. Both of these devices provide the power and ability for the modules to connect to and communicate with the main computer and FSX.

CP Flight uses what has to be one of the simplest methods for module connection – daisy chaining. Daisy chaining is when you have several modules linked by 5 pin DIN style connectors and one cable. The cables connect in relay between whatever modules you are using and eventually link to either the CP Flight Main Control Panel (MCP) or 737MIP board for connection to the computer via a single USB cable.

Boeing Grey

All CP Flight B737 series modules and panels are professionally painted in "Boeing grey". I’m not sure how many thin coats of paint are applied, but to date I have experienced no problems with regard to paint chipping or flaking. Although this last comment may appear trivial, the quality of paint is important. The modules will be used for many years and during the course of operation, you will be placing pens, clipboards, charts, coffee cups, etc on the center pedestal and the modules. Further, as the units are flat, dust will accumulate requiring dusting and cleaning. Low quality paint will scratch, fade and wear thin with time.

The observant will note that there is a difference in colour shade between the modules made by CP Flight and Flight Deck Solutions. A purist may argue that this is not realistic, however, I disagree. Through time, Boeing has used several shades of what has been coined "Boeing Grey" and it is not unrealistic to have modules sporting different shades of the baseline colour. Different avionics manufacturers (in the real world) also use different colour shades of "Boeing grey".

DZUS Complaint

If you are utilising real aircraft parts in your simulator, in particular a center pedestal, then any module that is DZUS complaint is advantageous as it allows for the module to be dropped directly onto the DZUS rails and secured by the DZUS fasteners. Unfortunately CP Flight fails in this area as their modules are not DZUS complaint. Each module has the appropriate holes drilled; however, they only fit replica DZUS fasteners (supplied). The width of the hole is too small to install genuine DZUS fasteners; you will be required to drill the hole a little larger to accommodate the genuine B737 fastener.

This picture illustrates the fit of the CP Flight ATC panel to the rails of an oem center pedestal Each panel is very closely aligned to the holes in the rail enabling the replacement of reproduction dzus fasteners with oem dzus fasteners

Back-Lighting

The ADF modules are back-lit by several strategically placed LED lights. This is commonplace within the industry with the exception of some high-end suppliers such as Flight Deck Solutions which use their own IBL back lighting systems utilising real aircraft bulbs. I have no issue with the back lighting and the module is evenly lit, illuminating all cut out letters.

CP Flight Module Set-up

The modules are stand-alone and do not requite software to be installed for operation – they are plug and fly; however, to connect the modules (via daisy chaining) to the computer via a single USB cable, either requires the CP Flight Main Control Panel (MCP) which acts as a power source amongst other things, or the dedicated 737MIP board. Software is required for the operation of the MCP and 737MIP board and can be downloaded from the CP Flight website. The software is easy to install and to configure.

Downside – Ghosting of COM Port

I’ve already discussed the simplicity of daisy chaining and the benefits of not needing to use a multitude of wires and I/O cards; but, everything comes at a price and CP Flight’s “Achilles Heel”, is the method they have chosen to connect everything to the computer.

Modules are connected to and from each other and to the MCP or 737MIP board via daisy chaining. The MCP or 737MIP board provides the power to run the module and allow information to travel between the computer and the module. The MCP or 737MIP board is then connected to the computer via a single USB cable. To connect to the computer requires that a COM port is ghosted to replicate a serial port.

Whilst this process is automatic, and occurs when power is applied to the MCP or 737MIP board, many users experience problems with the software ghosting the port. Usually the ghosting issue is solved with appropriate drivers and once the connection is made once, rarely is this problem again experienced.

Reliability and Performance – Software and Modules

Software

No problems, other than the initial connection problems that “maybe” associated with the ghosting of the COM port.

Modules

There is no time lag when altering frequencies; the digits spin as fast as you can turn the dial. Drop outs have never occurred. The tone switch operates correctly and always listens for and connects with the correct marker morse tone. It’s important to note that the tone switch does operate as designed and can be used to switch off the “somewhat annoying” morse tone which is heard, when in range of the ADF.

Support

Support from CP Flight is either directly via e-mail or by a dedicated forum. The support provided by CP Flight is exemplary. Paolo from CP Flight stands by the products he sells and every effort is made to ensure your modules work as advertised. There is absolutely no problem dealing with this company as the owners are very trustworthy and deliver what they promise.

Quick List – Pros & Cons

PROS

Well designed & constructed
Realistic quality machine-injected switches & stainless rotaries (not plastic)
1:1 to the real B737 series aircraft
Good attention to detail
Operational morse tone switch
Strategically positioned backlighting
Very easy to set-up and connect (daisy chaining)

CONS

Ghosting of COM port can be an issue when using MCP as connecting equipment (no experience with 737MUIP board)
Non DZUS compliant

Overall Opinion

I am very impressed with these modules. They are solid, well constructed and operate flawlessly out of the box! The quality of the modules is very high and it’s a pity that they are not made to be DZUS compliant. They suit the high end enthusiast to professional market.

My rating for the modules is 9/10

Please note that this review is my opinion and is not endorsed by CP Flight.

May 18, 2012

B737 Cockpit Companion Guide by Bill Bulfer - Review

May 18, 2012/ Flaps 2 Approach

The 737 Cockpit Companion is a well known guide within the flight simulation community, having been published in several formats; each dealing with a specific release of a Boeing 737 aircraft series.

The guide, written by retired airline Captain Bill Bulfer, are very specialized and unravel each of the many 737 aircraft systems. The 737 NG Cockpit Companion 600/-700/-800/-BBJ & BBJ 2 provides a detailed explaination into the following:

The companion may look small, but the information it includes is detailed and informative. The small size allows easy storing in the side pockets of the throttle quadrant . In my opinion, this guide is essential reading and answers many questions often asked by flight deck builders and virtual pilots.

CONTENTS

AFT Panel
Forward Overhead Panel
Glareshield Panel
Captain’s Panel
Center Panel
First Officer’s Panel
Forward Electronics Panel
Control Stand (throttle)
Aft Electronics Panel

Example of a page from the Cockpit Companion

It is important to note that this guide provides much more information than just indicating a name for something. Each system's functionality is explained in detail along with comprehensive sketches, diagrams and fold out schematics.

For example, in the Captain’s Panel section, there are several pages that explain, the elements that make up the Pilots Flight Display (PFD) and Navigation Display (ND). There are two pages that deal only with the speed tape providing information dealing with the various options indicated by the tape during ascents and descents.

Another page details the intricacy of Navigation Performance Scales (ANP and RNP) providing operational information on how to read and decipher the scales in relation to whatever flight mode is set on the MCP.

A final example is several pages that detail the functionality of the EFIS unit and what exactly occurs when you push a button on the EFIS unit.

Flight Deck Builders

The guide is essential if you are constructing a flight deck and want to simulate the 737 systems. Apart from systems information, the guide indicates switch functionality and provides information to which lights illuminate for what functions and when.

The guide is not a procedures manual; it is a technical reference manual. The content will not provide instruction on how to fly the 737. Rather it provides a detailed study of each system and provides information explaining the relationship between systems.

No matter what your skill level, It is a very handy reference and strongly recommended. I often leaf through the pages to cross reference something that I don’t quite understand.

Pocket Reference - PFD / ND Flags and FMC Messages

Often when you fly, a message will show on the Pilot’s Flight Display (PFD) or Navigation Display (ND). Remembering what all the abbreviations mean can be daunting, and often you don’t have the time to open a manual t wade through copious pages that have nothing to do with what you want.

Enter the pocket reference guide. This small and very handy leaflet guide outlines all the PFD, ND flags and FMC messages and provides a brief description of the flag displayed. The pocket reference is sold separately to the cockpit companion. It's size is 10 cm x 5 cm.

Example of page from 737 Pocket Reference Guide

Written by an Aviator for Aviators (real or virtual)

The Cockpit Companion and Pocket Reference Guide, written by an aviator for aviators, is very concise, easy to read and understand. As with its sister companion, the FMC Guide, it’s a high quality production.

If your serious about how you fly your simulator or are developing your own simulator project, the Cockpit Companion is certainly a must have in your training material.

The guide that is most relevant to the 737 Next Generation is titled: The 737 NG Cockpit Companion 600/-700/-800/-BBJ & BBJ 2

It can be purchased from Leading Edge Publishing.

I will be reviewing another of Bill Bulfer's text in the near future - FMC Guide.

My Rating 10/10

I am not affiliated with Leading Edge Publications and do not receive any commission from them.

May 06, 2012

Headset Communication - Flight Sound X Adapter - Review

May 06, 2012/ Flaps 2 Approach

Occasionally you come across a device which really makes your simulation life simpler. I wanted to use the David Clark headset (model H10-13-S) I have owned for sometime in the simulator; however, the two plugs on the headset are the large style plugs suitable for insertion into an appropriate audio module in the real aircraft – not a computer sound card.

Real Headsets Verses PC Headset

Apart from the obvious difference, a real aviation headset is constructed to a very high standard, is robust, and provides a high fidelity sound rarely replicated by an inexpensive PC style headset. Unlike a PC headset, real aviation headsets are designed to produce excellent sound whilst providing maximum buffering of ambient sounds (aircraft engines, wind, etc). In the simulation world, ambient sound can be dogs barking, cars driving down the street or daughter's yelping...

Flight Sound X

The Flight Sound X adapter allows you to use a variety of real aviation headsets with your simulator, to filter out engine and ambient noise and hear and communicate with air traffic control (VATSIM, etc). It’s as easy as plugging in the two plugs from your headset into the device and flying – it is that easy!

The device does not require a separate power source, is small, and connects directly to the USB of your computer via a USB cable. WIN7 64 bit recognises the device on start-up and additional software and drivers are not required. A small LED light on the device indicates the unit is operational (red light).

Initial device set-up requires you open the sound module in Windows, navigate to the appropriate menu and change a few settings within your sound card to allow sound and microphone ability to be transferred to your headset. Instructions (with pictures) are supplied with the device, so you cannot make a mistake – even if you do not read English.

A benefit to using this device is that it’s small and can fit more or less anywhere within your flight deck. Another pleasant surprise is the device’s construction; it is made from aluminium (painted black) rather than plastic. As such, it looks quite attractive and is far more robust than plastic counterparts. Another benefit is the actual placement of the plugs which is at the side of the device rather than at the top of the device. This ensures that your headset cable and plug are not in a position where you may accidentally stand on them!

Technical Details:

USB 1.1 and 2.0 compatible
Plug and Play with Windows 7/Vista/XP and Mac OS X
Uses standard General Aviation headset connectors (PJ-068 and PJ-055B)
Supports headset impedance of 100 to 600 Ohms
Supports Mono and Stereo Headsets
Compatible with standard microphone types (electric, dynamic and powered dynamic)
Powers microphone bias (+9V) from USB port (no external power needed)
Zero delay voice feedback (side tone) feature
Output frequency response (20Hz-20KHz)
Weight: 100g
Size: 65 mm(L), 55 mm(W), 25 mm(D)
Compact, robust, anodised aluminium enclosure

Made in New Zealand

The device is made in New Zealand. The Kiwis usually make innovative and functional products – good work New Zealand…

This device would have to be the simplest item I have purchased, set-up and used with flight simulator. And it WORKS too!

My rating is 10/10

In a future post we will discuss how to separate sound, so you can hear engine sounds from one pair of speakers and ATC, call outs and navigational aids through the head set.

I am not affiliated with Flight Sound X and do not receive remuneration from them.

May 01, 2012

Navigation and Multi-COMM Radios by Flight Deck Solutions - Review

May 01, 2012/ Flaps 2 Approach

Navigation and M-COMM radio. Note the even backlighting and well defined seven -segmented displays. Also note DZUS connectors

The avionics that are used in the center pedestal are important; they are used regularly, are always visible, must function correctly, and be robust to sustain long use.

This review will discuss the radios produced by Flight Deck Solutions (FDS). In particular, the navigation (NAV 1/2), multi-comm (M-COMM) and ADF (1/2) communication radios.

The navigation and M-COMM radios are USB driven, while the ADF radios use Ethernet.

For brevity, I’ll discuss the construction of the panels together, as each of the panels has been constructed and along similar grounds, and functions similarly.

The navigation radio is a single channel radio unit designed to handle navigation frequency selection and management.

The M-COMM is a multi-channel communications radio that replicates the latest radio used in the Next Generation airframe. The radio encapsulates VHF 1, VHF 2 and VHF 3, HF, HF2 and AM. For simulation purposes, the M-COMM is an advantage to those who only wish to purchase one communications radio, rather than the two radios (COM 1 and COM 2) traditionally used.

fds ADF radio with rear of radio in background. The finish of the panel is above par. Note that the ADF/ANT and OFF/ON switches can be toggled, but are not functional

Appearance and Construction

The panels are constructed using the same technique that FDS to fabricate their Main Instrument Panel (MIP).

Each upper panel is made from CNC machined acrylic which produces a very crisp finish and allows any stencilled letter cut-outs to be very well defined. Each of the radios use a dual concentric rotary encoder with a stainless steel stem.

High Quality

The knobs and switches, which are custom machine injected, are true to life and are tactile in feel. As you click through the frequencies the movement is stable and well defined. There is no catching from the encoder as the knobs are turned. The push keys are plastic moulded, back-lit and work flawlessly; they do not stick in the down position when depressed, and click back into position when pressure is released. The frequency displays are seven-segmented display and are very easy to read.

The colours of the digits are amber yellow for the navigation and ADF radios and warm white for the M-COMM radio. The seven segmented display in the ADF radio is a slightly different font to the those in the navigation and M-COMM radios. The colour is also a tad more orange in hue. Although slightly different, this doesn’t distract from the overall appearance.

Layer cake design to accommodate the circuitry and the easy to use push clips to connect 5 Volt power (IBL). Also, note that the circuitry board is not flush to the edge of the panel, enabling the radio to drop easily onto DZUS rails (drop & fly). Also note the inclusion of OEM DZUS fasteners

Construction

The electronic components needed for the radios to function are contained within each panel.

As such, The radios do not require interfacing with an interface card and are literally ‘plug and fly’. The decision by FDS to incorporate all the circuitry within the panels minimises the wiring required, and the problem in finding space to attach an interface card.

Depending on the radio, there are up to three layers that various electronic circuitry is attached, that includes integrated backlighting (IBL). The front panel of the radio is backed by a piece of grey-coloured aluminium that adds strength to the unit and assists to dissipate heat from the 5 volt bulbs used to backlight the panel. An electronics friend had a look at the electronics and was impressed with quality of the electronics board.

What this amounts to is a well presented avionics panel that accurately replicates the radio in the Boeing 737 aircraft. The radios are 1:1 in size.

Painting and Finish

All panels fabricated by Flight Deck Solutions, which includes the radios, are professionally painted in Boeing grey.

Rather than one coat of paint which can easily be chipped, FDS apply several thin coats of paint to increase the durability of the final layer. Although this point may appear token, the quality of paint and how it’s applied is important, because the radios will be used for many years, and during the course of operation you will be placing pens, clipboards, charts, coffee cups (etc) on the center pedestal and the radios. Further, as the radio panels are flat, dust will accumulate requiring dusting and cleaning. Low quality paint will scratch, fade and wear thin within a short period of time. In my opinion, the quality of workmanship used by FDS, when it comes to painting is second to none.

DZUS Compliant

If you are using OEM parts in the simulator, in particular the center pedestal, then any panel that is DZUS compliant is advantageous, because it enables the panel to be dropped directly onto the DZUS rails to be secured by DZUS fasteners. The radios can be placed directly onto the rails of an OEM center pedestal and the DZUS fasteners turned to secure the radio to the rail.

FDS IBL Series Distribution Expansion Board. This board, the size of a credit card, enables 5 Volts to be distributed to several panels. The coloured wires connect to 5 volts

Integrated Backlighting (IBL) and Power requirements

The radio panels are evenly backlit by FDS’s integrated backlighting (IBL). IBL has been designed specifically to backlight panels in the identical fashion as is done in the real Boeing aircraft.

Rather than use LEDS for backlighting, FDS use OEM bulbs. The primary advantage of IBL is the ‘throw of light’ which is greater from a single bulb than a LED (which is pin point). The only way to achieve a similar light coverage to bulbs with an LED, is to use several LEDS mounted in close proximity to each other.

Another point for consideration is that bulbs have a different colour temperature to LEDs. Bulbs are warmer and produce a soft golden glow as opposed to LEDs that generate a harsher cooler light

The backlighting is superb. The ‘throw of light’ covers all the stencilled letters and there are no dark or bright spots. The only downside of IBL (if there is one), and this really doesn’t deserve mention, is that bulbs generate quite a bit of heat. The life of a bulb is also less than a LED, however, FDS claim their bulbs have a life span of ~40,000 hours.

To power the backlighting will require a 5 volt power supply. Although 5 Volts can be connected directly to the connectors on the rear of the panel, it’s recommended to use a IBL Series Distribution Expansion Board (FDS IBL DIST).

The expansion board will enable 5 volt power to be shared between several panels. It’s all pretty straightforward and involves connecting some prefabricated wires with clips to the rear of each radio and to the card. The card is then connected directly to the 5 Volt power supply. The card I use is secured within the innards of the center pedestal.

To power the M-COMM 12 volts is required, in addition to 5 Volts for backlighting.

Connection and Set-up

If you are using avionics software other than ProSim737, software will need to be downloaded from the Flight Deck Solutions website (Texworx).

The software is very easy to use and installation self explanatory.

Configuration of the radios is done via the software and involves indicating which NAV module is operated by which pilot (Captain or first Officer). The M-COMM module uses the same software (you check the option for this panel during set-up). The software is not required if using ProSim737.

If using ProSim737 avionic software, the ProSim-AR generic driver will recognise the FDS radios when they are plugged into your computer. The radios will need to be configured (Captain or First Officer) and this is done in the config/driver section of ProSim737.

The concept of USB doesn’t need discussion, however, the ADF radios are connected via Ethernet.

While it's possible to connect each radio separately to the main network switch, it’s easier to use a smaller network switch as a hub. The switch I’ve used is supplied by FDS, is relatively small, can handle 8 Ethernet devices (expandability), and can be mounted into the center pedestal. A single Ethernet cable then connects the FDS switch (hub) to the main network switch (and then to your computer).

If using Prosim737 avionics software, the radios (USB or Ethernet) can be connected to and run from the client computer.

Rear of ADF radio showing PCB, rear of encoders and push clips

Reliability and Performance

I’ve had the occasional dropout of the navigation and M-COMM radios, however, the ADF radios have worked flawlessly.

I suspect that the reason for the navigation and M-COMM radios dropping out, is that the USB cables are connected to a powered hub, along with several other items.

I did trial the Tekworx software (using Sim Avionics) and I had several dropouts with the navigation radios that could not be rectified. These dropouts stopped when I transferred to ProSim737.

In some radios, there is a time lag when charging the radio frequency. This time lag may be system dependent and/or a response to the limitations of USB. This delay is not evident with the FDS radios.

Support

Support from FDS is either directly via e-mail or by a dedicated forum. The support provided by FDS is outstanding and all e-mails are answered in a timely manner.

Quick List (pros and cons)

PROS

Well designed & constructed (plug and fly).
Excellent workmanship.
Excellent painting.
Realistic Integrated Back-Lighting (IBL) with excellent illumination.
Realistic quality machine-injected switches & rotaries.
Size ratio is 1:1.
Very high attention to detail.
OEM DZUS compliant (drop & fly).
Easy to use and set-up software (if not using ProSim737).
M-COMM radio ideal if space is limited in pedestal.
Native support for Sim Avionics and ProSim737.

CONS

Expensive price (subjective).
Tekworx software (V 1.8.8. & V 1.9.9) caused disconnection (drop-outs), however, no issues when using ProSim737.

Final Call

The radios are solid, well constructed and the attention to detail is as you would expect from Flight Deck Solutions. The quality of the radios is very high and suits the high-end enthusiast to professional market.

My rating for the Tekworx software is 5/10 (V1.8.8. & V 1.9.9)

My rating for the modules is 9/10

Please note that this review is my opinion only and is not endorsed.

Updated 13 July 2020.

April 13, 2012

Sim Avionics Flight Software - Review

April 13, 2012/ Flaps 2 Approach

I've heard it said that a "simulated flight deck is as good as the software behind the scenes" and I agree with this comment: a flight deck with poor software is a hive for frustration, disappointment and time wastage.

It's easy to write about the features and functionality of Sim-A as they are plentiful; but, I don't want to become too bogged down in minute detail, otherwise I’d be writing a manual. This review will not address in detail everything that Sim Avionics (Sim-A) software can or cannot do; if your interested in a full functionality list, it’s best to check their website, as functions are altered and improved upon on a regular basis.

Before continuing, it should be noted that there are several flight avionics suites currently available on the market. They all replicate the basic avionics functionality of the B737. However, not everything is operational with each suite and some functions behave differently between suites. Therefore, it’s a good idea to research what works and what doesn’t before your purchase.

Sim Avionics is a complete avionics solution providing the avionics software needed to build a fully functioning home cockpit; no other software is required. It has been designed to run on multiple PC's in various configurations interfacing with FS2004 (FS9) or FSX via FSUIPC and Wide Client.

Relative Newcomer

Although a newcomer to Sim-A and still learning some of the more advanced features of the software, I thought it pertinent that I make an "introductory review".

Reliability

Reliability is the most important aspect of any software. To date, Sim-A has performed as one would expect from any high-end payware software. Overall, the software is reliable, performs well, and appears to be a robust and stable platform with consistent responses.

Certainly, it seems much more stable than some of the competitors on the market (if comments on flight simulation forums are anything to go by) and is far easier to use than some other well known brands. But, it must be remembered that the software is only as good as the information inputted; therefore, if you try and do things that the aircraft & software is not designed to do, expect problems.

Further, you must bear in mind that no one computer (PC) is the same as another. Different drivers, software, flight models and hardware configuration can cause any software to behave erratically from time to time.

This said, Sim-A can on occasion produce spurious results. This is mainly associated with the more advanced auto pilot functionality and user operator errors!

I’ve documented the issues and fixes, including some user operator errors, that troubled my installation below.

Issue 1 - Trim Tab Dancing

Now and again the trim tab will become unstable as the auto pilot continually recalculates the required pitch for the aircraft at the current speed. The trim tab will “dance” causing the aircraft to pitch up and down. The trim dance (as I call it) occurs only on flights that have weather depicted, and it doesn’t occur on every flight.

FSUPIC to the Rescue

Although a little disconcerting, I believe the cause is not so much Sim-A, but the way the weather, especially aloft winds, are generated causing the elevator to continually move to counter weather differences. There is a tab within FSUPIC that stops the elevator trim from operating when the aircraft is in auto pilot mode. Since checking this FSUPIC setting (placing a tick in the box), the trim dance I was observing has decreased markedly and is now nonexistent.

Information for the auto pilot is located within the aircraft's configuration file. If auto pilot trim issues persist then some minor tweaking of the numbers maybe required. If this happens to you, then be rest assured that FDS and Sim-A staff will assist you with any minor tweaking to get you flying.

I’ve discovered that if the auto pilot does not provide consistent outputs (such as trim dancing), an easy method to often solve the issue is to switch the auto pilot command button off and then back on.

Issue 2 - V-Nav Inconsistency

Replicating the more advanced B737 auto pilot functions requires complicated algorithms. This is especially so with vertical navigation (V-Nav).

Sim-A handles V-Nav reasonably well, although you have to keep an eye on what V-Nav is doing, espeially when transitioning from level flight to descent and approach. On some flights, V-Nav honours the speed and altitude restrictions and transitioning the STAR to approach is accurate. However, at other times restrictions are not followed and the aircraft will overshoot the height and speed restriction.

V-Nav always operates correctly on take-off utilizing a Standard Instrument Departure (SID).

There is no particular reason for this - it just happens from time to time.

Understanding V-Nav and what its doing can be challenging

The challenge, I have discovered when using V-Nav is two-fold. First and foremost, you must use it within the designed capabilities of the program, and second, you must learn how and when to operate V-Nav. If you enter data that the FMS cannot assimilate, such as an altitude that is too high or too low, for the time required to reach the waypoint, then expect an overfly of the entered restrictions. This is not the fault of Sim-A. It's user error.

Sim-A, in my opinion is not alone with minor V-Nav issues; Project Magenta, Pro Sim 737 and others also have difficulties replicating this complicated algorithm. Indeed, real pilots are often confused understanding how V Nav operates and why it's doing whatever it's doing!

This is one reason why V-Nav should only be used as a guide and not as an absolute. If V-Nav, for whatever reason does not function in a method you believe to be correct, then turn it off and use the more reliable L-Nav, Level Change or Vertical Speed functions.

Issue 3 - Display Lag and Staggering

There is minimal display lag running Sim-A and FSX (using two computers).

The gauge movement of the displays is fluid and there is no pausing as information is shuttled to and from the computer and Sim-A. However, if “all waypoints” is selected to be displayed on the ND, then staggering becomes obvious on the Main Flight Display’s altitude tape, as the aircraft ascends or descends in altitude.

I’ve been told by long-term Sim-A users that this is normal as the information required to display and update the “all waypoints” is very comprehensive and can easily generate an “information bottleneck”. The solution is easy – turn off “all waypoints” when climbing, descending, or on approach. Honestly, I rarely have "all waypoints" selected and only use this function if I am searching for the nearest waypoint to make an alteration to the flight plan.

I have not experienced any display lag or staggering issues with other EFIS functions.

Issue 4 - Software Server.exe Lock-up

When you read this title, I can image the thoughts going through your mind. But, this is one of those negative aspects that has a very positive twist.

Although the software has never crashed to desktop, it has on occasion “locked up” requiring a reboot of the Sim-A server.exe. The lock up usually occurs when I have been repeatedly doing something incorrectly, such as keying into the CDU incorrect information, therefore; the lock-up caused by user error.

If this issue should occur (for whatever reason), it's only a matter of closing the server.exe using the shutdown command tab and then reopening the server.exe window. You do not need to close down Sim-A or FSX.

This brings me to the positive twist I mentioned in the earlier paragraph.

Outstanding Sim-A Feature

Of the many features Sim-A has, the ability to historically re-set the software without loosing your flight details or actual flight (in real time) is probably one of the more beneficial.

If a problem should transpire during a flight causing the server.exe display to freeze or something to stop working, you can re-set the software by closing the server.exe display and reopening it. The interruption to your flight will be seamless, providing you depress the tab “last state” within ten seconds of reopening the server.exe display window.

This is but one of several "smart" features that are often overlooked.

Functionality Controlled by Control Panel

Sim-A’s central access point is the control window (server.exe) which is always visible on your “flight configuration” monitor.

The server.exe display window is the core of the program and shows the current “avionics” status of your aircraft (EFIS settings, weather, terrain, TCAS settings, aircraft details, engine, hardware settings, etc). The display also provides a handy central area in which you can tweak the aircraft’s .cfg file, FSUPIC settings, offsets and so forth. For more detail on this comprehensive display I direct you to the Sim-A website.

The Sim Avionics server user interface is where you can control all of the Sim Avionics variables. It does look complicated and there is a lot of information on the screen; however, it took me less than 30 minutes to get a rough idea what was happening and get into the air. Menu tabs open up further screens and all settings are automatically saved on a regular basis.

Sim Avionics Features

At the minimum, the Sim Avionics avionics suite will display the following:

Captain and First Officer Primaryt Flight Display (PFD) and Navigation Display (ND)
EICAS Display (upper & lower) with fully integrated EICAS messaging
Virtual Main Control Panel (MCP)
Virtual EFIS Displays (2)
Virtual overhead panel
Virtual CDU Display
Multiple CDU Support
Support for Hardware MCP & EFIS
Complex Auto Pilot Functionality (SINGLE CH, LAND 3)
Sound module
EGPWS and TCAS
B737 system logic
Weather Radar (weather) & Terrain overlay displays
Virtual stand-by instruments (assorted selection)
Fuel & scenario loading platform (dispatcher console)

Other functionality, such as instructor station, and observer CDU is available depending upon which license type you purchase.

To see screen grabs of the display functionality of Sim-A (PFD, ND, radar, etc), navigate to the Sim Avionics website.

Of course, if you are operating a full flight deck with the appropriately supported hardware you will not require the virtual MCP, EFIS, CDU and overhead displays.

Support for Add On Hardware, Flight Models & Software Cloning

Speaking of hardware, SIM-A supports many of the popular hardwired instruments available on the market. For instance, the CP Flight MCP and EFIS units are, with some minor .cfg file alterations plug & fly. Similarly, GoFlight and Flight Illusion products are easily configured for Sim-A use.

Currently SIM-A supports the B737 and the B777. Several B737 and B777 aircraft configuration files (FS9 & FSX versions) are available within the software: default model, PMDG, Posky, Wilco, XPlane and Meljet.

Another feature of Sim-A is the ability to run certain aspects of the software from different computers. For example, you can clone the sound module to run on different computers, thereby, playing aircraft sounds through one set of speakers, and ATC commands through another set of speakers (or headset).

CDU - Background Software

No review of Sim Avionics would be complete without a short segment on the CDU.

Sim-A is the controlling software that provides the intelligence behind the CDU. It's amazing what this software can do, and do so with reliability and consistent behaviour.

Most pages associated with a commercial CDU are modeled and updates continue to add new features and improve on existing functions. Some of the basic features that are modeled by the software are:

Indent page on start-up (weights, fuel, cost index, etc)
Approach reference page with VREF selection
Route, LEGS, Arrival, Departures & Holding pages (user controlled including approaches, STARS & transitions)
Progress pages (fuel, distance to go, ETA, wind, crosswind component, cross track error, fuel prediction etc)
Cabin calls
METAR (real time)
V-Nav & L-Nav compliant (climb, cruise and descent)
GPWS overrides
NAV radio page (ADF, VOR & ILS data)
ACARS
Captain EFIS control
SIM control page (separate commands to control SIM instead of using keyboard)

To see screen grabs showing the various features available, navigate to the CDU page on the Sim Avionics website.

Further Functionality

I/O Interfacing and FSUPIC is fully supported as are FSUPIC offsets, and if your using an FDS MIP, a program called InterfaceIT provides an interface for connection of switches, lights and other modules to Sim-A.

Documentation

A manual is supplied with the software and there are several documents (within the documentation section of the main Sim Avionics folder) that assist in the correct set up procedure. It is VITAL that you read all the documentation BEFORE installation.

For a more in-depth look at how the autopilot functions, see the Autopilot Functional Examples - Sim Avionics booklet. The booklet can be downloaded from the documents section. This document provides an excellent review of MCP procedures in relation to takeoff, descent and landing (ILS & LAND 3).

Software Installation

Installation is uncomplicated. However, there are a number of changes you need to make to several files to ensure correct operation. Additionally, if you’re using two computers then basic networking knowledge is required, as are the programs Wide Client FS and a registered copy of FSUIPC.

Determining the correct location for the various avionics displays on the computer monitors (within the MIP) is straightforward, although fine-tuning the location on the monitor can take a little time. Basically, you alter the length and width of the various displays within the config files. Once you know how this is done, it's just a matter of altering the line numbers until your satisfied with the result.

When Sim-A is set-up correctly, everything is relatively painless and obvious - more or less “following your nose”.

Running a flight deck isn’t pressing a button and “presto” there it is…

For the avionics suite to operate correctly, several programs or clones of the program must be loaded. At the minimum this is:

Captain's PFD and ND;
ND, First Officer's PFD and ND;
CDU Captain;
EICAS;
CDU First Officer;
Server.exe;
Tcp Client;
InterfaceIT;
Wide FS and Sound; and,
The dispatcher console (if required).

The window displays are opened by clicking the .exe shortcut files. These shortcut menus are installed to your desktop when installing Sim Avionics.

To minimise the time in loading and to be user friendly, a handy program has been included with Sim-A, hidden within the documentation folder; it is a start-up batch file. This program allows to you start all the functions and displays with the click of one button.

I've compiled a short video showing how the program automatically opens and loads the software using the batch file. In my set-up, Sim-A is installed and operates from my second computer (client).

BELOW: Batch file start of the Sim Avionics software.

BELOW: Various functionality available via the main Sim Avionics display server.exe user interface.

Ownership and Support

Sim Avionics is the preferred avionics suite of Flight Deck Solutions. If you purchase an integrated MIP from FDS, Sim-A is the flight software that will be supplied.

Support for Sim-A is provided by the software’s main engineer and FDS staff. Help can be obtained either via the active support forum (on the FDS website) or via e-mail.

Continual Development & Financial Investment

Sim Avionics is not an inexpensive investment, however, it’s pleasing to see continued development of the software; updates that add or improve on existing functionality are released on a regular basis. Furthermore, the software designer is open to suggestions from users on how to enhance the software.

At the time of writing, if you purchase Sim Avionics through Flight Deck Solutions then the price of the software includes full support and updates for an unlimited time period.

Recommendation & Overall Score

Sim Avionics is a stable, well tested and tried software platform that provides most of the real-world avionics of a B737 jet-liner. The software is easy to install and use, however, advanced knowledge is required to use some of the advanced features such as FSUIPC offsets and the like. All avionics software has issues from time to time, and Sim-A is no different, but the ongoing development of this software and a solid support structure can only be seen as positive.

To investigate Sim Avionics more closely, visit their website.

My Rating is 8.9/10

Please note that this review is my opinion only and is not endorsed.

Update

on 2014-12-15 21:31 by FLAPS 2 APPROACH

The Sim Avionics software has been updated to a newer version. Therefore, the issues mentioned in this review may have been rectified. I have not used the updated software.

February 09, 2012

FMC Guide by Bill Bulfer - Review

February 09, 2012/ Flaps 2 Approach

The Control Display Unit (CDU) is the pilot interface to the FMC (Flight Management Computer). It’s one of the more complex items that real and virtual aviators need to the master.

Historical Context

First introduced on the 737-200 in 1979 as the Performance Data Computer System (PDCS), the Flight Management Computer (FMC) was a technological step forward in in-flight navigation The PDCS was trailed on two in-service 737-200 series aircraft and crew reports indicated a fuel saving of 2.95% and an increase in trip time (based on a 71 minute trip). As a result, the PDCS became a standard fit and over time was developed to be reincarnated as the FMC will see today in the later 737 series aircraft.

The FMC is only one component of the Flight Management System (FMS) which is defined as being capable of four dimensional area navigation (latitude, longitude, altitude & time). The FMS contains the navigational database.

Learning CDU Functionality can be Frustrating if not Adequately Trained

Many virtual aviators blunder through the CDU line detents trying to understand what they do; often failing. For the most part, the uninitiated will blame buggy software for the aircraft’s sudden dive or climb in response to a CDU command. The algorithm behind the functionality of a CDU is not simplistic – it is complex, and mastering the CDU is not achieved overnight.

Real-world pilots attend lengthy pre-flight classes to understand the use of the CDU, and although there are several training guides available on the Internet, many are not peer-reviewed and fall short of being comprehensive.

Software Variations

One of the reasons that learning the CDU can be tiresome, is that the software that provides the intelligence behind the Flight Management System, has over time been upgraded to take into account technological advances. This is in addition to there being several software variants available. Software variants have been developed to cater towards individual airline options; an airline may want, or not want a particular function available to its flight crews.

Precision Manual Development Group (PMDG) produces a very good section in one of their manuals that deals with CDU usage (PMDG 737 FMC Guide). Tom Metzinger and Fred Clausen have also documented in their excellent tutorials, a segment on using the PMDG style variant CDU (PMDG use the latest software version). I suggest googling on the Internet to see if you can find these documents.

Invest in Education - FMC Guide

If you are serious about your virtual flying or have a bent for technology, I strongly recommend you purchase Captain Bill Bulfer’s FMC Guide.

The guide is a real-world guide designed for 737 pilots, and not only provides detailed information on a vast array of FMC commands, screens and nuances, but also examines many of the options relating to specific software versions.

The guide is a high quality production and has been written in a style that provides clear and a concise guidance. It can be purchased either in colour (recommended) or in black and white.

Like anything in life, you get out what you put in. With a good working knowledge gained from the study of this text, you will soon discover that the carrying out a procedural turn with altitude and speed restrictions, before flying a complex STAR and approach is not that difficult to fathom.

The information in this guide will allow you to be confidently and correctly operate the CDU.

To purchase a copy you can either navigate to Leading Edge Publishing.

I will be reviewing another of Bill Bulfer's text in the near future - The 737 Cockpit Companion.

My Rating 10/10

Please note that this review is not endorsed.

February 03, 2012

CDU by Flight Deck Solutions - Review

February 03, 2012/ Flaps 2 Approach

The Control Display Unit (CDU) is the pilot interface to the Flight Management Computer (FMC). The FMC integrates with the Flight Management System (FMS) of the aircraft. The FMS contains the navigational database.

Historical Context

The first true FMC was introduced in 1984 with the release of the Boeing 737-300. In its most basic description, the FMC can be described as a computer that can store flight and navigation data and perform detailed and comprehensive assessments of the stored data, providing the pilot with up date information that is relative to safe and accurate flight.

Flight Management Computer (FMC) & Control Display Unit (CDU)

The CDU interface enables the flight crew to interact with the FMC and FMS to access, amougst other things: the navigational database, autopilot, flight director, auto-throttle and internal reference system (IRS).

An aircraft will only have one CDU installed, however, dependent upon company regulations, air safety and routing (flying over water), many operators will have two CDU units installed for redundancy and independent use by the Captain and First Officer. Think of the CDU as a keyboard to the FMC which in turn is a component of the FMS.

This said, the acronyms CDU and FMC are often used interchangeable in aviation parlance.

Flight Management System (FMS)

The FMS is an integrated system of which the FMC and CDU is just one component. The FMS is capable of four dimensional area navigation (latitude, longitude, altitude & time) while optimizing performance to achieve the most economical flight possible.

The FMS stores the navigation database and route information which the autopilot will fly when in LNAV mode. When given data such as YMHB & KSEA, it takes inputs from the fuel summation unit to give a gross weight and best speeds for take off, climb, cruise, descent, holding, approach, etc. These speeds can all be flown directly by the autopilot & auto-throttle in VNAV mode.

Flight Deck Solution's PRO Mx CDU

The CDU manufactured by Flight Deck Solutions (FDS) is an outstanding piece of simulation engineering. The unit is well built, solid, and replicates a real B737 style CDU 1:1.

The CDU body and bezel (front plate) is manufactured from high grade metal while the rear section that houses the electronics is plastic. A USB and VGA cable connects to the video card output on the computer. The connections to the cable are located on the rear of the unit allowing easy connectivity to the computer. The CDU has been painted in the correct Boeing grey colour and the paint has been applied professionally in several thin layers; the paint does not chip or wear off with use. Importantly, for those using genuine aviation parts, the unit is DZUS complaint and drops into the rails in the CDU bay with perfect precision. FDS includes four DZUS fasteners to allow connection to the rails.

High Fidelity Dimable Keyboard

The keyboard used in the CDU is made from high definition injection-molded plastic and the keys are dimpled and back-lit. The keys are very tactile and when depressed an audible click is heard ensuring you know the key has been depressed.

For night operations, the unit has a knob that can be rotated to dim the back-lighting brightness level of the keys. A functional metal carry bracket, that folds out from the edge of the bezel is also included. This replicates the carry handle on the real CDU.

Functionality - Software (Sim Avionics & ProSim737)

It is important to understand that the functionality of the CDU is not generated by software that comes bundled with the unit, but by the avionics suite you have chosen to use. Therefore, I have chosen not to discuss the various options that each software suite may or may not replicate. In the real world, airline companies have the opportunity to purchase specific options they believe are relevant to their flight operations. This said, many of the variations have been replicated in both software suites.

I have used the CDU with Sim Avionics and ProSim737; both software suites provide excellent functionality and work flawlessly with the unit.

The CDU is used throughout a flight; therefore, reliability is expected. The solid construction of the FDS CDU has not let me down and after endless pressing on keys they still function as you would expect them to.

The CDU at night showing only illumination from the unit. The backlighting is adjustable and able to be dimmed by turning the dim knob on the unit

Navigation Database

The unit does not ship with navigation data included. The navigational database which includes STARS and SIDS, Runways, airports must be purchased separately from Navigraph and then installed into your avionics software suite. Download and installation of the database is very easy and most of the installation is automated.

WOW Factor

The best feature of the CDU I have left to last – the display. 'WOW' is the only word to describe the display.

The display is a colour VGA display unit sporting 800 x 600 resolution. What this means is that the script on the display is VERY clean, VERY readable and VERY sharp. Being a colour display means that differing colours (white, green and magenta) can be used for the fonts that your avionics software generates. The use of colour helps distinguish between functions that are activated or in stand-by mode, not to mention enhancing the units display readability.

The display is equally distinguishable in full daylight and in darkness and does not exhibit screen cut off when viewed at an angle (as some laptop screens are prone).

Configuring the CDU

Configuring the CDU using Sim Avionics was relatively painless. You must designate which CDU you are installing (Captain, First Officer or Instructor), edit a few lines in the .ini file to ensure it recognises the correct CDU, and configure the display location. The only teething issue I had was ensuring that the monitor display window size was correctly positioned on the screen for the location of the CDU. It took quite a few attempts to get the position 'just right'.

The set-up with ProSim737 is equally straightforward, however, to ensure correct operation you must install and enable additional software supplied by ProSim737. Installing and initiating the software is relatively straightforward, however, it's important to follow the provided instructions to ensure trouble free operation.

Manual and Tuition

A manual explaining the functions of the CDU and/or tutorial is not included. In my opinion, FDS should develop a video tutorial that runs you through the basic functions of the unit including a simulated flight. This said, there are several dozen excellent tutorials that can be found on U-Tube that provide basic and advanced CDU use.

When you purchase the CDU a basic manual explaining the installation and set-up procedure is included..

The FMC Guide written and sold by Bill Bulfer is strongly recommended as this guide provides basic and advanced tuition in how to use the CDU. A review of the FMC Guide can be read here.

I cannot fault the CDU unit manufactured by Flight Deck Solutions and believe it to arguably be the best piece of reproduction hardware currently available.

Additional photographs of the Flight Deck Solutions CDU can been viewed in the image gallery.

My Rating 10/10

Please note that this review is not endorsed by Flight Deck Solutions (FDS) or by any other reseller.

A short video depicting some of the more commonly used keystrokes of the Flight Deck Solutions CDU. No particular key sequence has been followed. The video is to demonstrate the screen resolution and the uptake speed after depressing a key. Double click video to view full screen. Note that this video was produced using Sim Avionics software suite. ProSim737 software provides slightly different options.

Update

on 2016-01-10 23:27 by FLAPS 2 APPROACH

The CDU was purchased in February 2012 and has seen solid use to January 2016 in both Sim Avionics and ProSim-AR avionics suites. During this time, the unit has worked perfectly.

For any reproduction item to operate over a four year period without any problems, can only support my view that Flight Deck Solutions (FDS) produces high quality hardware that has not been designed to fail after a short period of time.